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TRAMWAYS 

THEIR  CONSTRUCTION  AND  WORKING 


BY  THE  SAME  AUTHOR. 


Just  Published.  Second  Edition,  Enlarged.  Small  8vo.  700  pages. 
Bound  in  flexible  leather.  Price  gs. 

THE  MECHANICAL  ENGINEER’S 
POCKET-BOOK 

OF 

TABLES,  FORMULAE,  RULES,  AND  DATA. 

A  Handy  Book  of  Reference  for  Daily  Use  in  Engineering  Practice. 


;  Summary  of  Contents. 

jMathematical  Tables — Measurement  of  Surfaces  and  Solids —  I 
English  Weights  and  Measures — French  Metric  Weights  and 
Measures  —  Foreign  Weights  and  Measures  —  Moneys  —  Specific  j 
Gravity,  Weight  and  Volume — Manufactured  Metals  —  Steel 
Pipes — Bolts  and  Nuts — Sundry  Articles  in  Wrought  and  Cast 
I  Iron,  Copper,  Brass,  Lead,  Tin,  Zinc — Strength  of  Materials — 
Strength  of  Timber — Strength  of  Cast  Iron — Strength  of  Wrought  1 
Iron — Strength  of  Steel— Tensile  Strength  of  Copper,  Lead,  } 
etc. — Resistance  of  Stones  and  other  Building  Materials —  | 

Riveted  Joints  in  Boiler  Plates — Boiler  Shells — Wire  Ropes  and  | 
Hemp  Ropes — Chains  and  Chain  Cables — Framing — Hardness  of  | 
I  Metals,  Alloys  and  Stones — Labour  of  Animals — Mechanical  j 
Principles — Gravity  and  Fall  of  Bodies — Accelerating  and  Re¬ 
tarding  Forces — Mill  Gearing,  Shafting,  etc. — Transmission  of  i 
Motive  Power — Heat — Combustion  :  Fuels — Warming,  Ventilation,  ! 
Cooking  Stoves — Steam — Steam  Fngines  and  Boilers— Railways —  | 

Tramways — Steam  Ships — Pumping  Steam  Fngines  and  Pumps—  | 
Coal  Gas,  Gas  PIngines,  etc. — Air  in  Motion— Compressed  Air —  ; 
Hot  Air  Fngines  —  W^ater  Power  —  Speed  of  Cutting  Tools —  i 
Colours — Flectrical  Fngineering. 

“Mr.  Clark  manifests  what  is  an  innate  perception  of  what  is 
likely  to  be  useful  in  a  pocket-book,  and  he  is  really  unrivalled  in  the  art 
of  condensation.  Very  frequently  we  find  the  information  on  a  given 
subject  is  supplied  by  giving  a  summary  description  of  an  experiment, 
and  a  statement  of  the  results  obtained.  It  is  very  difficult  to  hit  upon 
any  mechanical  engineering  subject  concerning  which  this  work  supplies 
no  information,  and  the  excellent  index  at  the  end  adds  to  its  utility.  In 
one  word,  it  is  an  exceedingly  handy  and  efficient  tool,  possessed  of  which 
the  engineer  will  be  saved  many  a  wearisome  calculation,  or  yet  more 
wearisome  hunt  through  various  text -books  and  treatises,  and,  as  such, 
we  can  heartily  recommend  it  to  our  readers.” — The  Engineer. 


London;  Crosby  Lockwood  &  Son,  7,  Stationers’  Hall  Court. 


r 


TRAMWAYS 

»  • 

THEIR  CONSTRUCTION  AND  WORKING 

EMBRACING 

A  COMPREHENSIVE  HISTORY  OF  THE  SYSTEM,  WITH 
ACCOUNTS  OF  THE  VARIOUS  MODES  OF  TRACTION  [INCLUDING 
HORSE-POWER,  STEAM,  HEATED- WATER,  AND  COMPRESSED- A/R 
LOCOMOTIVES,  CABLE  TRACTION,  AND  ELECTRIC  TRACTION) 

A  DESCRIPTION  OF  THE  VARIETIES  OF  ROLLING  STOCK 
AND  AMPLE  DETAILS  OF  COST  AND 
WORKING  EXPENSES 


WITH  SPECIAL  REFERENCE  TO  THE 


TRAMWAYS  OF  THE  UNITED  KINGDOM 


BY 

D.  KINNEAR  CLARK,  C.E. 

M.Inst.C.E.,  M.Inst.Mech.E. 

HONORARY  MEMBER  AMERICAN  SOCIETY  OF  MECHANICAL  ENGINEERS 
AUTHOR  OF  “railway  MACHINERY,”  “THE  STEAM  ENGINE,”  “  THE  MECHANICAL 
engineer’s  POCKET  BOOK,”  ETC.  ETC. 


^.etonb  |U-EritEn  anb  ^Swallji  ^itlargeb' 

WITH  UPWARDS  OF  FOUR  HUNDRED  ILLUSTRATIONS 


LONDON 

CROSBY  LOCKWOOD  AND  SON 

7,  STATIONERS’  HALL  COURT,  LUEGATE  HILL 

1894 


Cl, 


o- 


LOXDON  : 

PRINTED  BY  J.  S.  VIRTUE  AND  CO., 


LIMITED, 


CITY  ROAD 


G-S  A  -t-  '(L. 


y 

ri 


LIBRARY 

Y^LJNOVS',^ 


PREFACE 


TO  THE  SECOND  EDITION. 


I 

By  the  rapid  development  of  Tramways  during  the 
j.  sixteen  years  that  have  elapsed  since  the  first  edition 

j  of  this  work  appeared,  much  experience  has  been 

gained,  and  much  improvement  made  in  construction. 
In  view  of  the  employment  of  mechanical  traction  upon 
a  large  number  of  tramways,  the  attention  of  engineers 

r 

has  been  largely  directed  to  increasing  the  strength  of 
the  way,  for  the  purpose  of  carrying  engines  of  the 
weight  necessary  for  hauling  power,  as  well  as  for 
,  adhesion.  In  the  result,  so  far,  metal  ways,  with  girder- 

rails  and  simple  connections,  are  the  kind  of  structure 
at  which  we  have  arrived — on  the  principle,  it  may  be 
supposed,  of  “  the  survival  of  the  fittest.’'  But  we  still 
await  a  settlement  of  the  question  of  the  best  means  of 
traction. 


VI 


PREFACE. 


To  record  analytically  the  progress  that  has  been 
made  in  the  design  and  construction  of  tramways,  and 
in  modes  of  traction  by  mechanical  power — including 
cable  traction,  electric  traction,  and  other  motors — is 
one  of  the  principal  aims  of  the  present  volume.  As  in 
the  first  edition,  so  in  the  second,  the  work  has  been 
written  with  special  reference  to  the  Tramways  of  the 
United  Kingdom,  with  incidental  notices  of  work  on 
the  Continent  and  in  America.  A  glance  at  the  Table 
of  Contents  will  be  sufficient  to  disclose  the  extent  to 
which  an  attempt  has  thus  been  made  to  cover  the 
ground  necessary  for  a  comprehensive  survey  of  the 
history  and  progress  of  tramways. 

In  addition  to  engineering  matters,  the  accounts  of 
various  English  tramways,  and  the  capital  cost  and 
working  expenditure  of  some  of  the  undertakings,  have 
been  submitted  to  analysis.  The  propriety  and  desir¬ 
ability  of  uniformity  of  accounts,  which  is  now  enforced 
by  the  Board  of  Trade,  was  first  recognised  by  the  North 
Metropolitan  Tramway  Company.  The  beneficial  effects 
of  uniformity  and  lucidity  of  accounts  are  indisputable, 
not  only  for  the  instruction  and  satisfaction  of  investors, 
but  for  the  guidance  of  promoters  of  kindred  under¬ 
takings. 

In  regard  to  the  statistical  information  given  in  the 
present  volume,  it  should  be  mentioned  that — the  re- 


PREFACE. 


Vll 


vision  of  the  work  for  a  new  edition  having  occupied 
my  attention  over  a  considerable  length  of  time,  owing 
to  other  engagements — the  details  of  particular  under¬ 
takings  have  not  in  every  case  been  brought  down  to 
the  date  of  the  last  returns ;  but  it  is  believed  that  in 
all  cases  the  information  given  will  be  found  such  as 
to  indicate  with  sufficient  precision  the  points  to  which 
the  attention  of  persons  investigating  the  subject  of 
tramways  should  be  directed,  and  the  quarters  in  which 
further  inquiry  may  be  usefully  made. 

In  the  Appendix,  besides  other  matters  of  interest, 
there  will  be  found  a  full  abstract  of  the  provisions  of 
the  Tramways  Act,  1870  ;  some  account  of  the  separate 
Parliamentary  Enactments  relating  to  Scotland  and 
Ireland ;  the  full  text  of  the  Board  of  Trade  Rules  for 
the  guidance  of  promoters  of  tramway  undertakings ; 
and  a  full  report  of  the  judgment  given  by  the  House  of 
Lords  (July  30,  1894)  on  the  question  (arising  under 
Section  43  of  the  Act  of  1870)  of  the  basis  on  which  the 
value  of  tramway  undertakings  purchased  by  Local 
Authorities  should  be  assessed.  The  various  forms  of 
Byelaws  and  Regulations  affecting  tramways,  which 
have  been  issued  by  the  Board  of  Trade,  are  also  given. 

In  conclusion,  I  may  express  the  hope — not  only  in 
regard  to  tramways  properly  so  called,  but  also  in 
respect  of  other  forms  of  light  railways,  the  introduction 


Vlll 


PREFACE, 


of  which  in  country  districts  is  now  anticipated  in  the 
near  future — that  this  new  and  enlarged  edition  of  a 
work  which  has  been  so  favourably  received  may  be 
found  of  continued  service  to  all  engaged  in  the  promo¬ 
tion,  or  construction,  or  management  of  such  under¬ 
takings. 

In  carrying  out  the  revision,  I  have  availed  myself  of 
the  best  sources  of  information,  including  the  Proceed¬ 
ings  of  the  Institution  of  Civil  Engineers  and  of  the 
Institution  of  Mechanical  Engineers,  the  Tramway 
Returns  issued  by  the  Board  of  Trade,  and  numerous 
official  documents  of  the  several  companies  whose  lines 
are  described  or  referred  to  ;  and  I  have  to  acknow¬ 
ledge  with  hearty  thanks  the  assistance  kindly  rendered 
me  in  many  quarters  (some  of  wTich  are  indicated  in 
the  text)  in  furnishing  needful  particulars*  of  informa¬ 
tion. 

D.  K.  Clark. 

8,  Buckingham  Street,  Adelthi, 

London  :  Septernher,  1894. 


PREFACE 


TO  THE  FIRST  EDITION. 


Tramways  have  been  developed  by  dint  of  sheer  hard 
work  and  persistency,  and  they  are  now  an  accepted 
means  of  transport,  urban  and  suburban,  sanctioned  by 
experience,  approved  and  adopted  by  the  public. 

Unassuming  and  unobtrusive  as  they  are,  tramways 
have  been  the  subject  of  a  wide  range  of  experience. 
By  failures,  engineers  have  discovered  what  would  not 
do  ;  and,  as  practical  philosophers,  they  have,  by  induc¬ 
tion,  arrived  at  the  conditions  of  efficiency.  There  exists 
a  sentiment,  which  is  somewhat  prevalent,  that  tramway 
engineering  is  but  a  humble  branch  of  the  profession. 
The  sentiment,  born  of  self-complacency,  is  delusive. 
To  tramways,  it  is  true.  Titanic  arches,  Acherontian 
tunnels,  and  Cyclopean  engines,  do  not  appertain. 
Nevertheless,  tramwa3^s  cost  half  as  much  as  railways, 
and  the}^  earn  more  money  by  the  mile;  they  have  in¬ 
volved  as  much  blundering  as  railways ;  like  railways, 


X 


PREFA  CE. 


they  have  exhausted  reputations,  and  they  have  cost 
more  than  railways  for  working  expenses. 

The  object  of  this  book  is  mainly  to  place  before  engi¬ 
neers,  capitalists,  and  financiers,  a  succinct  analysis  of 
the  past  practice  and  the  present  achievements  in  tram¬ 
ways  in  the  United  Kingdom,  as  works  of  engineering, 
and  as  money-making  concerns.  I  have  been  materially 
aided  in  this  work  by  the  engineers  of  tramways,  who 
have  kindly  placed  their  plans  and  specifications  at  my 
service  ;  and  by  the  secretaries  and  managers,  who  have 
supplied  me  with  copies  of  their  accounts. 

I  believe  the  results  of  these  analyses  will  be  found  of 
essential  service,  in  showing  how  the  capital  has  been 
laid  out,  how  the  daily  expenses  are  incurred,  and  in 
what  directions  economy  of  expenditure  is  to  be  effected. 

Tramways  will  not  take  their  fitting  place  in  the  sys¬ 
tems  of  transport  in  the  United  Kingdom,  until  mecha¬ 
nical  power  is  established  in  substitution  for  the  power 
of  horses.  The  employment  of  horse-power  in  the  dire 
work  of  starting  and  dragging  the  ponderous  cars  in 
vogue  is  an  element  of  barbarism,  germane,  it  may  be, 
to  the  primitive  habits  of  oriental  life,  but  very  much 
out  of  place  in  a  civilised  country. 

D.  K.  Clark. 

8,  Buckingham  Street,  Adelphi, 

London  :  March,  1878. 


CONTENTS. 


PART  I. 

ORIGIN  AND  PROGRESS  OF  TRAMWA  YS. 


CHAPTER  I. 

INTRODUCTION  OF  TRAMWAYS. 

PAGES 

Early  timber  tramways — Cast-iron  tram-rails — Tramways  in  the 
United  States — Cast-iron  rail,  by  iSIr.  C.  L.  Light — Philadelphia 
step-rail — New  York  step-rail — Tramways  in  Buenos  Ayres — iMr. 

G.  F.  Train’s  tramways  in  England  :  at  Birkenhead,  in  London, 

in  the  Potteries — Mr.  Haworth’s  tramway  in  Salford  .  .  .  i — 15 


CHAPTER  II. 

I^IODERN  TRAMWAYS  IN  THE  UNITED  KINGDOM. 

The  first  Liverpool  tramway — The  crescent  rail,  by  !Mr.  J.  Noble 
— Act  of  Parliament  for  the  Liverpool  Tramways — Gauge  of  way 
— Construction — Gradients  —  North  Metropolitan  Tramways — 

London  Tramways — London  Street  Tramways — Length  of  tram¬ 
ways  in  the  Metropolis  ........  16 — 22 


Xll 


CONTENTS. 


PART  II. 

STA  TISTICS  OF  TRAMWA  YS. 


CHAPTER  I. 

GENERAL  STATISTICS. 

Number  of  Acts  of  Parliament  obtained,  1868  to  1890 — Total 
length  of  tramways  in  the  United  Kingdom  at  June  30,  1890 — 
Gross  receipts  and  expenses — Capital  costs,  receipts,  and  expenses, 
and  working  stock  of  tramways  in  the  United  Kingdom,  1878 — 90 
— Summary  of  Tramways  in  London  ..... 


CHAPTER  II. 

CAPITAL,  RECEIPTS,  AND  WORKING  EXPENDI¬ 
TURE  OF  THE  NORTH  METROPOLITAN  TRAM¬ 
WAYS  . 


CHAPTER  III. 

CAPITAL,  RECEIPTS,  AND  WORKING  EXPENDI¬ 
TURE  OF  THE  LONDON  TRAMWAYS 

CHAPTER  IV. 

CAPITAL,  RECEIPTS,  AND  WORKING  EXPENDI¬ 
TURE  OF  THE  LONDON  STREET  TRAMWAYS 


CHAPTER  V. 

CAPITAL,  RECEIPTS,  AND  WORKING  EXPENDI¬ 
TURE  OF  THE  SOUTH  LONDON  TRAMWAYS 


PAGES 


23—51 


52-59 


60 — 66 


67—72 


73—77 


CONTENTS. 


CHAPTER  VI. 

CAPITAL,  RECEIPTS,  AND  WORKING  EXPENDI¬ 
TURE  OF  THE  BIRMINGHAM  CENTRAL 
TRAMWAYS  COMPANY . 


CHAPTER  VIE 

CAPITAL,  RECEIPTS,  AND  WORKING  EXPENDI¬ 
TURE  OF  THE  GLASGOW  TRAMWAY  AND 
OMNIBUS  COMPANY . 


CHAPTER  VIII. 

CAPITAL,  RECEIPTS,  AND  WORKING  EXPENDI¬ 
TURE  OF  THE  EDINBURGH  STREET  TRAM¬ 
WAYS  . 


CHAPTER  IX. 

CAPITAL,  RECEIPTS,  AND  WORKING  EXPENDI¬ 
TURE  OF  THE  ABERDEEN  DISTRICT  TRAM¬ 
WAYS  . 


CHAPTER  X. 

PROPERTY,  RECEIPTS,  AND  WORKING  EXPENDI¬ 
TURE  OF  THE  BLACKPOOL  ELECTRIC  TRAM¬ 
WAY  . 


CHAPTER  XL 


•  •  • 

Xlll 


PAGES 


78-85 


86 — go 


gi— 96 


97—99 


100 — IO[ 


THE  LONDON  GENERAL  OMNIBUS  COMPANY  . 


•  T02 — 109 


XIV 


CONTENTS. 


PART  III. 

CONSTRUCTION  OF  TRAMIVAYS. 


CHAPTER  I. 

TRAMWAYS  IN  THE  METROPOLIS. 

PAGES 

Construction  of  tramways  under  the  first  contract — Adaptation 

of  the  gauge  for  railway  waggons — Details  of  cost  .  .  .  no — 117 


CHAPTER  II. 

LARSEN’S  FASTENING — LONDON  STREET  TRAM¬ 
WAYS — BELFAST  TRAMWAYS  ....  118—121 


CHAPTER  III. 

RECONSTRUCTION  OF  THE  NORTH  METROPOLITAN 
TRAMWAYS . 


CHAPTER  IV. 

RECONSTRUCTION  OF  THE  LONDON  AND  LONDON 
STREET  TRAMWAYS. 

London  Tramways  :  Quantities  and  cost  of  the  Aldred-Spiel- 
mann  Way  (1879,  1880) — Quantities  and  cost  of  Gowan’s  Girder 
Railway — London  Street  Tramways  .....  130 — 134 


CONTENTS. 


XV 


CHAPTER  V. 

PAGES 

RECONSTRUCTION  OF  THE  SOUTH  LONDON  TRAM¬ 
WAYS  . T35— 139 


CHAPTER  VI. 

RECONSTRUCTION  OF  THE  LIVERPOOL  TRAM¬ 
WAYS. 

Reconstruction  on  Mr.  Deacon’s  system — Mr.  Dunscombe’s 
modifications — Quantities  and  cost  of  reconstructed  lines  as  laid 
by  Mr.  Dunscombe  .........  140 — 161 


CHAPTER  VH. 


DUBLIN  TRAMWAYS. 

Mr.  Hopkins’s  improved  side-fastening — Construction  and  cost 

of  the  Dublin  Tramways  ........  162 — 165 


CHAPTER  VIII. 

GLASGOW  CORPORATION  TRAMWAYS,  1 870 — 73  .  166-174 


CHAPTER  IX. 

GLASGOW  CORPORATION  TRAMWAYS,  1874 — 75 
— SYSTEM  OF  MESSRS.  JOHNSTONE  AND 
RANKINE . 175  —  183 


XVI 


CONTENTS. 


CHAPTER  X. 

PAGES 

GLASGOW  CORPORATION  TRAMWAYS  —  JOHN¬ 
STONE’S  AND  RANKINE’S  MORE  RECENT 
SYSTEM  OF  WAY,  1879 — WEAR  OF  RAILS  .  184—194 


CHAPTER  XL 

THE  VALE  OF  CLYDE  TRAMWAYS  ....  195—200 


[Chapters  XII .  to  XIV.  deal  with  various 
Ways  having  Wood  Substructure.'] 


CHAPTER  XII. 

BELOE’S  system  :  —  SOUTHPORT  TRAMWAYS  — 

WIRRAL  TRAMWAYS . 201—206 


CHAPTER  XIH. 

MACKIESON’S  SYSTEM: — DUNDEE  STREET  TRAM¬ 
WAYS  . 207-214 


CHAPTER  XIV. 

MACRAE’S  SYSTEM  : — EDINBURGH  STREET  TRAM¬ 


WAYS 


215—226 


CONTENTS. 


XVII 


[CNAP7EES  XV.  TO  XXIV.  DEAL  WITH  VARIOUS 
Ways  HAVING  Metal  Substructure.^ 


CHAPTER  XV. 

KINCAID’S  IRON  WAY 


PAGES 

.  227—245 


CHAPTER  XVI. 

barker’s  system  :  —  MANCHESTER  CORPORA¬ 
TION  TRAMWAYS,  1877 . 246-253 


CHAPTER  XVH. 

t 

DOWSON’S  iron  WAY  .  .  .  . 


CHAPTER  XVHI. 

WINBY  AND  LE VICK’S  SYSTEM  . 


•  255-257 


CHAPTER  XIX. 

WILSON’S  SYSTE:M  :  —  SOUTHAMPTON  STREET 

TRAMWAYS,  1878 . 258—260 


CHAPTER  XX. 

DUGDALE’S  system  : — HUDDERSFIELD  CORPORA¬ 
TION  TRAMWAYS  fiNNER  CIRCLE),  1881  .  261—265 

b 


XVlll 


CONTENTS. 


CHAPTER  XXL 

PAGES 

BRUNTON’S  system  :  —  CITY  OF  OXFORD  AND 

DISTRICT  TRAMWAYS . 266—268 


CHAPTER  XXII. 

VIGNOLES’  SYSTEM : — NORTH  LONDON  SUBUR¬ 
BAN  TRAMWAYS — NORTH  STAFFORDSHIRE 
TRAMWAYS . 269-271 


CHAPTER  XXIII. 

TRUSWELL’S  system  : —DEWSBURY,  BATLEY,  AND 
BIRSTAL  TRAMWAYS  :  BIRSTAL  AND  GO- 
MERSAL  EXTENSION . 


CHAPTER  XXIV. 


KERR’S  SYSTEMS. 

First  System,  Ipswich  Tramways  (1880) — Woolwich  and  Plum- 
stead  Tramway  (1881) — Second  system,  Alford  and  Sutton  Tram¬ 
ways — Third  system,  Bucharest  Tramway ;  Madrid  Tramway  .  275 — 279 


CHAPTER  XXV. 

SPECIAL  TRAMWAYS. 

Glasgow  Harbour  Tramway — Belfast  Harbour  Tramway — Guin¬ 
ness’  Brewery  (Dublin)  Tramways — Tramway  in  Horwich  Loco¬ 
motive  Works— Edge’s  Way . 280—295 


CONTENTS. 


XIX 


CHAPTER  XXVI. 

PAGES 

SUPPLEMENTARY — ON  FOREIGN  TRAMWAYS. 

» 

Paris — Lille — Brussels — Antwerp — Liege — Ghent  — Constanti¬ 
nople — Moscow — Leipzig — Cassel — Lisbon— Wellington,  N.  Z. 

— Buenos  Ayres — Monte  Video — Cockburn-Muir’s  Iron  Way — 
Mannheim  and  Ludwigshafen  (De  Feral’s  Iron  Way) — City  of 
Buenos  Ayres  Tramways — Buenos  Ayres  Grand  National  Tram¬ 
way — La  Plata  Tramway — American  practice  ....  296 — 329 

CHAPTER  XXVII. 


THE  GIRDER  RAIL  ........  330 — 339 


CHAPTER  XXVIII. 


GENERAL  CONCLUSIONS  ON  THE  CONSTRUCTION 
OF  TRAMWAYS . 


340— 353 


PART  IV. 

TRAMWAY  CA 


CHAPTER  I. 


HISTORICAL  NOTICE  OF  TRAMWAY  CARS. 

Original  tram-car,  New  York — Weight  of  cars  constructed  by 
the  Starbuck  Car  and  Waggon  Company — Great  strain  on  tram¬ 
way  cars — The  fiction  of  “  dead- weight  ”  ....  354 — 359 


CHAPTER  II. 

INSIDE  -  AND  -  OUTSIDE  PASSENGER  -  CAR,  CON¬ 
STRUCTED  BY  THE  METROPOLITAN  RAIL¬ 
WAY  CARRIAGE  AND  WAGGON  COMPANY  .  360—368 

b  2 


XX 


CONTENTS. 


CHAPTER  III. 

PAGES 

INSIDE-PASSENGER  CAR,  CONSTRUCTED  BY  THE 

STARBUCK  CAR  AND  WAGGON  COMPANY  .  369—370 

CHAPTER  IV. 

INSIDE-AND-OUTSIDE  PASSENGER-CAR  FOR  STEAM 
TRACTION,  CONSTRUCTED  BY  THE  FALCON 
ENGINE  AND  CAR  WORKS,  LOUGHBOROUGH  371—375 

CHAPTER  V. 

RADIAL-AXLE  PASSENGER- CAR,  BY  MR.  JAMES 

CLEMINSON . 376—377 


CHAPTER  VI. 


FRENCH  TRAMCARS. 

Winter  car,  by  M.  Francq — Summer  car,  by  M.  Francq — Cars 

by  the  CompagnU  Genh-ale  des  Omnibus  ....  378 — 380 


CHAPTER  VH. 

EADE’S  REVERSIBLE  CAR . 381—382 

CHAPTER  VIII. 

BEARING-SPRINGS.  WHEELS.  ROAD  AND  RAIL 

WAGONS  AVITH  FLANGELESS  WHEELS  .  .  383—397 

CHAPTER  IX. 

RESISTANCE  TO  TRACTION  ON  TRAMWAYS. 

Experiments  of  H.  P.  Holt,  Hemy  Hughes,  M.  Tresca — Holt’s 
tram-car  starting-gear — Experiments  of  E.  Perrett,  A.  AV. 

AATight,  J.  A.  AVright,  and  H.  Conradi . 398 — 408 


CONTENTS, 


XXI 


PART  V. 

MECHANICAL  POWER  ON  TRAMWAYS, 

CHAPTER  L 

PAGES 

HISTORICAL  NOTICE  OF  THE  APPLICATION  OF 
MECHANICAL  POWER  ON  TRAMWAYS. 

Lalta — Grice  &  Long — Train  —  Todd’s  steam-locomotive — 

Todd’s  hot-water  steam-car — Lamm’s  ammoniacal-gas  car — 

Lamm’s  hot-water  locomotive — Hot-water  locomotive  on  the 
East  New  York  and  Canartio  line — Baxter’s  steam-car — Gran¬ 
tham’s  steam-car — Perkins’  tramway-locomotive  on  the  Belgian 
Street  railway — Three-cylinder  steam-locomotive,  by  the  Societe 
Metallurgique,  Belgium — Kohl’s  locomotive  at  Copenhagen — 

Smith  &  Mygind’s  locomotive  at  Copenhagen — Bede’s  hot- 
water  steam-car  in  Belgium — Baldwin  steam-car — Cost  of  run¬ 
ning  horse-cars  in  Philadelphia — Ransom’s  steam-car  .  .  409 — 436 


CHAPTER  II. 

CURRENT  PRACTICE  IN  THE  EMPLOYMENT  OF 
STEAM  POWER. 

Menyweather’s  earlier  tramway  engines — Their  three  classes  ot 
locomotives— Latest  condensing  tramway  locomotive — Their 
locomotives  at  Rouen,  Birstal  and  Dewsbmy,  and  Stoke-upon- 
Trent  —  Hughes’  tramway  locomotives  —  Locomotives  of  the 
Falcon  Eneine  and  Car  Works — Kitson  &  Co.’s  locomotive — 
Willdnson’s  wonn-geared  condensing  tramway  locomotive  — 
Geoghegan’s  locomotive  at  Guinness’s  brewery — Aspinall’s 
shunting  engines  at  Honvich  locomotive  works — Perrett’s  steam- 
car — Brown’s  steam-car — Rowan’s  double-bogie  steam-car — 
Comparative  working  elements  for  horse-power  and  steam- 
power  .  437 — 491 


XXll 


CONTENTS. 


CHAPTER  III. 

PAGES 

CALCULATION  OF  STEAM  LOCOMOTIVE  POWER  ON 

TRAMWAYS . 492 — 501 


CHAPTER  IV. 

FIRELESS  TRAMWAY  LOCOMOTIVES  . 

CHAPTER  V. 

COMPRESSED-AIR  LOCOMOTIVES  AND  CARS  . 

CHAPTER  VI. 


CABLE  TRACTION. 

Method  and  piinciple  of  working — Cable  tramways  in  San 
Erancisco  and  Chicago — Highgate-hill  tramway — Edinburgh 
northern  cable  tramways — Birmingham  cable  tramway — Mat- 
lock  cable  tramway — Brixton  cable  route  of  the  London  tram- 

. 525—557 


PART  VI. 

ELECTRIC  TRACTION. 


CHAPTER  I. 

ELECTRIC  POWER  AS  APPLIED  TO  TRAMWAYS  .  558—565 


CONTENTS.  xxiii 

CHAPTER  IT. 

PAGES 

EARLY  ELECTRICAL  TRAMWAYS  —  BESSBROOK 

AND  NEWRY  TRAMWAY . 566—577 


CHAPTER  III. 

ELECTRICAL  TRAMWAYS  BIRMINGHAM,  BLACK¬ 
POOL,  GUERNSEY . 57S-584 


CHAPTER  IV. 

CITY  AND  SOUTH  LONDON  RAILWAY  .  .  .  585—597 


CHAPTER  V. 

CONTINENTAL  ELECTRICAL  RAILWAYS  —  FLOR¬ 
ENCE  AND  FIESOLE  RAILWAY  ....  598—604, 


CHAPTER  VI. 

LIVERPOOL  OVERHEAD  RAILWAY  ....  605-614. 


CHAPTER  VII. 

THE  ROUNDHAY  (LEEDS)  ELECTRIC  TRAMAVAY  .  615-626' 


XXIV 


CONTENTS. 


CHAPTER  VIII. 

PAGES 

SOUTH  STAFFORDSHIRE  (DARLASTON)  ELECTRIC 


TRAMWAY 

CHAPTER  IX. 

THE  NEVERSINK  MOUNTAIN  ELECTRIC  RAII.ROAD  641—650 

PART  VIL 

SUPPLEMENTARY  CHAPTERS. 


OIL  MOTOR  . 

CHAPTER  I. 

. 651—654 

CHAPTER  II. 

COMPRESSED  GAS  MOTOR . 655—657 

CHAPTER  III. 

SUMMARY  RExMARKS  ON  MECHANICAL  MOTORS  .  658—662 

CHAPTER  IV. 


POINTS  AND  CROSSINGS  . 


•  663 — 664 


CONTENTS. 


XXV 


APPENDICES. 


A. 

PARLIAMENTARY  AND  OFFICIAL  REGULATIONS. 

I. — Tramways  Act  (1870).  II. — Board  of  Trade  Rules.  III. — 
Forms  of  Byelaws  and  Regulations  issued  by  the  Board  of 
Trade:  (i)  For  a  Local  Authority;  (ii)  For  a  Company;  (hi) 
With  respect  to  the  Use  of  Steam  Power  ;  (iv)  With  respect  to 
Electric  Traction.  IV. — Parhamentary  Enactments  as  to  Scot¬ 
land  and  Ireland.  V. — Terms  of  Purchase  of  Tramways  by 
Local  Authorities  (Judgment  of  the  House  of  Lords) 


B. 

CAPITAL  COSTS,  RECEIPTS,  EXPENSES,  AND 
WORKING  STOCK  OF  TRAMWAYS  IN  THE 
UNITED  KINGDOM  FOR  THE  YEARS  ENDING 
30TH  June,  1891,  1892,  1893  .  .  .  . 

c. 

TOTAL  'WORKING  EXPENDITURE  ON  ALL  THE 
TRAMWAYS  OF  THE  UNITED  KINGDOM  FOR 
THE  YEAR  ENDING  JUNE  30,  1 893  . 

D. 

MILEAGE  LENGTH  OF  STREET  RAILAVAYS  IN  THE 
UNITED  STATES  OF  AMERICA,  WITH  CAR 
STOCK,  1892  AND  1893 . 


E. 


INTRODUCTION  OF  AMERICAN  STREET  TRAMWAYS 
INTO  EUROPE.  BY  CHARLES  BURN,  C.E.  . 


PAGES 


6^5—727 


728 


729 


730,  731 


732—734 


XXVI 


CONTENTS. 


F. 

PAGES 

TRAMWAYS  IN  GERMANY  :  A  COMPARISON  BE¬ 
TWEEN  THE  COST  OF  HORSE-TRACTION  AND 
ELECTRIC-TRACTION .  735— 737 


G. 

GAS  MOTORS  FOR  TRAMWAYS.  By  A.  KEMPER, 

Dessau . 738 — 740 


H. 

LIST  OF  ELECTRICAL  TRAMWAYS  IN  EUROPEAN 

COUNTRIES.  By  ROBERT  HAMMOND  .  .  .  741— 742 


INDEX 


•  743—758 


LIST  OF  ILLUSTRATIONS. 


FIG.  PAGE 

1.  Early  Timber  Tramways . 2 

2.  Do.  DO.  WITH  DOUBLE  RaILS  ....  2 

3.  Cast-iron  Tram-rails,  by  the  Colebrookedale  Iron  Com¬ 

pany  . 4 

4  to  9.  New  York  Tram-rails . 6,  7 

10.  Cast-iron  Rail,  Boston,  U.S.,  by  Mr.  C.  L.  Light  .  .  8 

11.  Philadelphia  Step- rail . 9 

12.  13.  Philadelphia  Tramways . lO' 

14.  New  York  Step-rail . ii 

15,  16.  Mr.  G.  F.  Train’s  Tramway  at  Birkenhead  .  .  -13 

17.  Crescent  Rail,  by  Mr.  J.  Noble . 16 

18.  Early  Liyerpool  Rail . 18 

19  to  21.  First  Liverpool  Tramway . 19,  20 

22.  North  Metropolitan  Tramway  and  London  Tramways  : 

First  Lines . .  .  .111 

23.  Pimlico,  Peckham,  and  Greenwich  Section  of  London 

Tramways . 112 

24.  Section  of  Rail,  London  Tramways . 113 

25.  Larsen’s  Side-fastening . 118 

26.  Do.  DO.  FOR  THE  London  Street  Tramways  .  119 

27.  London  Street  Tramways:  Section  of  Way  (1871)  .  .  120 

28.  Belfast  Tramways  :  Section  of  Rail,  avith  Larsen’s 

Fastening . 12a 

29.  North  Metropolitan  Tramways  :  jSIethod  of  Re- construc¬ 

tion  . 122 

30.  31.  Do.  DO.  Page’s  System  ....  125 

32.  Do.  DO.  Page’s  Way  .  .  .  .125 


XXVlll 


LIST  OF  ILLUSTRATIONS. 


FIG. 


33.  London  Tramways  :  Aldred-Spielmann  Way 

34.  Do.  DO.  Aldred-Spielmann  Rail 

35.  Gowan’s  Girder  Rail . 

36.  London  Traaiways  :  Gowan  s  Way  . 

37.  South  London  Traaiways  :  Meakins’  Way  . 


PAGE 

130 

130 

132 

133 
135 


0  Q 

Do. 

DO. 

Meakins’  Rail  .... 

135 

39, 

40. 

Do. 

DO. 

Old  and  New  Rail  Joints 

136 

41. 

Do. 

DO. 

Section  of  Rail  and  Fish 

Plates 

•  •••••* 

139 

42. 

Liverpool  Traaiways  : 

Inner  Circle,  Rail  and  Fastenings 

141 

43- 

Do. 

DO. 

Section  of  Inner  Circle  Rail 

141 

44- 

Do. 

DO. 

Section  of  Central  Grooved  Rail 

AND  Fastenings  .... 

145 

45- 

Do. 

DO. 

Section  of  Central  Grooved  Rail 

145 

46  1048.  Do. 

DO. 

Deacon’s  Way,  as  laid  by  Mr. 

Dunscoaibe . 

15^ 

49. 

Do. 

DO. 

Section  of  Rail,  Sleeper,  and  Jaw, 

Deacon’s  Way  .... 

152 

50- 

Do. 

DO. 

Deacon’s  Rail . 

152 

51, 

52. 

Do. 

DO. 

Alternative  Fastening,  Deacon’s 

Way . 

157 

53* 

Dublin  Traaiways  :  Section  of  Rail  and  Sleeper 

162 

54- 

Do. 

DO.  Section  of  Double  Way 

163 

55- 

Glasgow  Corporation 

Traaiways  (First  System)  :  Section 

shoaving  Systeai  of  Construction 

167 

56. 

Do. 

DO. 

(Johnstones  and  Rankine’s  Sy.steai), 

Section  of  Rail  .... 

I// 

57. 

Do. 

DO. 

Section  of  Rail  and  Sleepers 

178 

58. 

Do. 

DO. 

Plan  of  Sleepers  .... 

179 

59  to  63 

Do. 

DO. 

Sections  of  Rails  .  .  .  184, 

185 

64. 

Do. 

Do. 

Rail  and  Sleeper  of  Johnstones 

AND  Rankine’s  Way 

186 

65, 

66. 

Do. 

DO. 

Johnstones  and  Rankine’s  Way  . 

187 

■67. 

Vale  of  Clyde  Traaiways  :  Section  of  Rail 

196 

68, 

69. 

Dundee 

Traaiways 

:  Sleeper  of  Mackieson’s  AVay 

212 

70. 

Do. 

DO. 

Section  of  Sleeper 

213 

71- 

Do. 

DO. 

Section  of  Rail  .... 

213 

y  2  . 

Edinburgh 

Traaiways 

:  Macrae’s  Way . 

224 

LIST  OF  ILLUSTRATIONS. 


XXIX 


FIG.  PAGE 

73,  74.  Edinburgh  and  Aberdeen  Tramways  :  Plan  and  Cross- 

section  OF  Double  Line  of  Way . 225. 

75  to  77.  Kincaid’s  Iron  Way,  as  Patented  ,  .  .  227,  228 

78,  79.  Bristol  Tramways  :  Section  of  Rail  and  Fastenings  231 

80.  Salford  Corporation  Tramways  :  Kincaid’s  System,  ar¬ 

ranged  BY  Mr.  a.  M.  Fowler  235 

81.  Do.  DO.  Plan  of  Chair . 236 

82.  Do.  DO.  Section  of  Rail  ....  236 

83.  84.  Bristol  Tramways  :  Kincaid’s  Way . 238 

85.  Do.  DO.  Section  of  Rail  ....  239- 

86,  87.  Salford  Tramways  :  Sections  of  Rail  and  Chair  of 

Kincaid’s  Way,  as  laid  by  Mr.  Jacob  .  .  .241 

88.  Manchester  Corporation  Tramways  :  Section  of  Rail 

AND  Sleeper  ....  247 

89.  Do.  do.  Section  of  Barker’s  Rail  .  .  248 

90.  Rusholme  Tramways  :  Shaw’s  Way . 252 

91.  Do.  DO.  Rail  and  Sleeper  ....  252 

92.  Madras  Tramways  :  Dowson’s  Iron  AVay  ....  254 

93.  Nottingham  and  District  Tramways  :  Winby  and  Le- 

vick’s  Way  ....  255, 

94.  Do.  DO.  Rail  and  Baseplate  .  .  256' 

95.  96.  Southampton  Street  Tramways  :  Wilson’s  Way  .  .  258 

97.  Do.  DO.  Section  of  Rail  .  259' 

98.  Do.  DO.  Section  of  Chair  .  259' 

99.  Dugdale’s  Way,  Huddersfield . 261 

100.  Do.  Section  of  Rail . 262 

101.  Do.  Bearer . 262 

102.  Huddersfield  Corporation  Tramways:  Cross-section  of 

AVay  .  .  .  264 

103.  Do.  DO.  Section  of  Rails  and 

Fastenings  .  .  265 

104.  Brunton’s  Way,  Oxford:  Rail  and  Fastening.  .  .  266 

105.  106.  Do.  DO.  Section  and  Plan  .  .  .  267 

107,  108.  ViGNOLEs’  AVay,  Tottenham,  and  Stoke-upon-Trent  .  269 

109.  Do.  DO.  Rail  and  Fastening  .  .  .  270 

1 10.  Truswell’s  Way,  Birstal . .  272 

111.  Do.  Rail . 273 

112.  Kerr’s  Way,  Ipswich,  and  AVoolwich . 275. 


XXX 


LIST  OF  ILLUSTRATIONS, 


FIG.  PACK 

1 13.  Kerr’s  Way,  Rail  and  Sleeper . 276 

1 14.  Alford  and  Sutton  Steam  Tramways  (Kerr)  ;  Section  of 

H  Rail,  Sleeper,  AND  Fastening  .  278 


115- 

Do. 

DO. 

Sleeper  and  Fastening  . 

00 

II6. 

Do. 

DO. 

Cross-section  of  Way 

278 

II7. 

Bucharest  (and  Madrid)  Tramways  (Kerr)  :  Cross-section 

OF  Way . 

279 

II8. 

Do. 

DO. 

Section  of  Rail  and  Fastening 

279 

119. 

Glasgow  Harbour  Tramway  :  System  of  Messrs.  Ransome, 

Deas,  and  Napier  .... 

280 

120. 

Do. 

DO. 

Section  of  Rail  .... 

281 

I2I. 

Do. 

DO. 

System  of  Messrs.  Ransome,  Deas, 

AND  Napier  for  Lighter  Traffic 

282 

122. 

Do. 

DO. 

Cross-section  of  AVay 

283 

123. 

Do. 

DO. 

Chair . 

284 

124. 

Belfast  Harbour  Tramway  :  Lizars’  System 

288 

125. 

Do. 

DO. 

Salmond’s  System 

288 

126. 

Do. 

DO. 

System  adopted  for  Short 

Curves  ....  289 

127,  128.  Guinness’s  Brewery  Tramways,  Dublin  :  Sections  of 

Rails . 290 

129.  Do.  DO.  Way . 291 

130,  131.  Do.  DO.  Sections  of  Rails  .  .  .  292 

132  to  134.  Harwich  Locomotive  Works  (Lancashire  and 

Yorkshire  Railway)  :  Rail  and  Fastenings  .  293 

135.  Edge’s  Way  :  Section  of  Rail  and  Wheel  .  .  .  .  294 

136.  Do.  Side  View  of  Wheel . 294 

137.  Paris  Tramways  (Loubat’s  Tramway)  :  Section  of  Rail 


AND  Sleeper  .... 

296 

138. 

Do. 

DO. 

Section  of  Loubat’s  Rail  . 

296 

139,  140. 

Do. 

DO. 

Sections  of  Rails 

297 

I4I. 

Do. 

DO. 

Section  of  Rail  and  Fastening 

298 

142,  143. 

Do. 

DO. 

Sections  of  Rails 

300 

144,  145.  Versailles  Tramway  :  Sections  of  Rails,  &c.,  by  M. 

Francq . 302 

146.  Do.  DO.  Section  of  Rail  .  .  .  302 

147.  Lille  Tramways:  Section  of  Rails  and  Chair  for  Pas¬ 

senger  Traffic . 


LIST  OF  ILLUSTRATIONS. 


XXXI 


FIG.  PAGE 

148.  Lille  Tramways  :  Section  showing  Arrangement  of  Rails 


FOR  Railway  Waggons  .... 
149  to  159.  Brussels  Tramways  :  Sections  of  Rails 

160.  Constantinople  Tramways 

161.  Do.  DO. 


•  304 

306,  307 

•  309 


162. 


Section  of  Rail  . 

Section  of  Half-width  of 
Street  and  Way  . 

Do.  DO.  Section  of  Narrow  Street, 

WITH  Single  Line  of  Way 

163.  Moscow  Tramways:  Section  of  Way  .... 

164.  Do.  DO.  Section  of  Rail  and  Fish-Joint 

165.  166.  Leipzig  Tramways  :  Sections  of  Rail  . 

167.  Cassel  Tramways  :  Sections  of  Rail  and  Wheel-Tyre 

168.  Wellington  (N.Z.)  City  Tramways  :  Section  of  Rail 
16910171.  Buenos  Ayres  Tramways:  Livesey’s  Steel  Rail 

System  .  .  315,316 

172.  Do.  DO.  Livesey’s  Iron  Rail 

System 

173  to  175.  Cockburn-Muir’s  Iron  Way. 

176.  De  Feral’s  Iron  Way . 


309 

309 

311 

311 

312 

313 

314 


•  317 
319,  320 

•  325 


177,  178.  Buenos  Ayres  Tramways:  Sections  of  Rails  and 


326 


Fastenings . 

179.  Buenos  Ayres  Grand  National  Tramway:  Section  of 

Rail  and  Joint . 

180.  La  Plata  Tramways  :  Section  of  Rail  and  Fastening  . 

18 1.  Section  of  High  Girder  Rail,  Philadelphia  Type  . 

182.  Section  of  Burn’s  Girder  Rail . 

183.  Section  of  Legrand’s  Girder  Rail . 

184  to  226.  Sections  of  Steel  Girder  Rails  (Dick,  Kerr  &  Co.) 

336,  337 


328 

329 

329 

330 

331 


227.  Type  of  Girder  Rail  Tramway  (Mr.  Kincaid)  :  Section 

OF  Rail  and  Fastenings  .  338 

228.  Do.  DO.  Cross-section  of  Way  .  .  338 

229.  Original  Tramcar,  New  York  (1831) . 354 

230  to  235.  (Plate  I.)  Passenger  Tramcar,  by  the  Metropolitan 

Railway  Carriage  and  Waggon  Company  360 

236  to  238.  Do.  DO.  Wheels  and  Axle  .  .  362,  363 

239,  240.  Do.  DO.  Axle-Box . 363 

241,  242.  Do.  DO.  Disc  Car-AVheel  and  Axle  .  367 


XXXll 


LIST  OF  ILLUSTRATIONS. 


FIG.  PAGE 

243  to  247.  (Plate  II.)  Passenger  Tramcar,  by  the  Starbuck  Car 

Company  .....  facing  370 

248.  Section  of  Wheel-tyre  of  the  Starbuck  Car  .  .  .  369 

249,  250.  (Plate  III.)  Passenger  Car  for  Steam  Traction,  by  the 

Falcon  Engine  and  Car  AVorks  facing  372 
251  to  253.  Elevation,  Plan,  and  End  View  of  Bogie  of  the 


SAME  Car  .........  373, 

254.  Radial-axle  Passenger  Tramcar,  by  Mr.  James  Clemin- 

SON . 

255,  256.  (Plate  IV.)  French  Passenger  Car  .  .  .  facing 

257.  Composite  Springs,  with  India  Rubber  Cushions  . 

258  to  261.  Miller  &  Co.’s  Car  Wheels . 


374 

^ 

3/  / 
380 

386 

387 

388 


403> 


262  to  264.  Do.  DO.  Sections  of  Rims  .... 

265,  266.  Do.  DO.  Steam  Tramway  Car  and  Engine 

Disc  AVheel  ...  .  389 

267,  268.  Do.  DO.  AVheel,  Axle,  &c.,  combined  View  390 

269,  270.  Do.  DO.  Axle-guard  and  Box  .  .  .  391 

271.  Handyside  Car  AVheel . 391 

272,  273.  Bessbrook  and  Newry  Tramway:  Flangeless  AVheels 

AND  Way . 392,  393 

274  to  276.  Road-and-Rail  AVheel  Tramway  AVaggon  394,  395,  396 
277.  Traction  Experiments  :  Section  of  Tyre  of  Trial  Car, 

AND  OF  Rail,  at  Leeds . 

278  to  280.  Holt’s  Tramway  Starting  Gear  . 

281.  Steam  Locomotive,  by  Mr.  L.  J.  Todd  (1871)  . 

282,  283.  Fireless  Steam  Car,  by  Mr.  L.  J.  Todd  (1875) 

284.  Ammoniacal-gas  Car,  by  Dr.  Lamm  (1871) 

285.  Fireless  Locomotive,  by  Dr.  Lamm  (1872) 

286.  Steam  Car,  by  Mr.  Baxter  (1872)  . 

287.  Steam  Car,  by  Mr.  John  Grantham  (1872) 

288.  Do.  DO.  (1876) 

289.  290.  Perkins’s  Condensing  Locomotive:  Ele.ation 

Transverse  Section . 

291  to  294.  Tramway  Locomotive,  by  Merryweather  &  Sons, 

FOR  THE  Dewsbury,  Batley,  and  Birstal  Tram¬ 
way,  IN  Section  and  Plan . 447  to  450 

295.  Tramway  Locomotive,  by  Merryweather  &  Sons,  for  the 

Stoke-on-Trent  and  District  Tramways  ,  .  *455 


399 
404 

411 

412 

413 

414 
418 
418 
421 

AND 

424,  425 


LIST  OF  ILLUSTRATIONS.  xxxiii 

FIG.  PACK 

296.  Tramway  Locomotivk,  by  Hughes’s  Locomotive  Company, 

FOR  THE  Southern  Tramways  of  Paris  ,  .  .  459 

297.  Hughes’s  Tramway  Locomotive,  Feedwater  Heater  .  ,  460 

298.  Tramway  Locomotive,  by  Kitson  &  Co.,  for  the  Birming¬ 

ham  Central  Tramways . 469 

299  to  301.  Guinness’s  Brewery  (Dublin)  Tramway  Locomotive  474 

302.  Do.  do.  Tramway  Locomotive,  by  Mr.  Geoghegan  .  475 

303.  Horwich  Locomotive  Works  Tramway  Shunting  Engine, 

by  Mr.  Aspinall . 477 

304.  305.  Bissell  Bogie  Steam  Car,  by  Mr.  E.  Perrett  .  479,  480 
306.  Steam  Car,  by  :Mr.  E.  Perrett,  for  the  Dublin  and 

Lucan  Tramway . 481 

307  to  309.  Double  Bogie  Steam  Car,  by  Mr.  A.  Brown  .  484,  485 

310.  Tramway  Locomotive,  by  ]Messrs.  R.  &  W.  Hawthorn  .  488 

31 1.  Double  Bogip:  Steam  Car,  by  Mr.  W.  R.  Rowan  .  ,  489 

312.  313.  Francq  &  Mesnard’s  Fireless  Locomotive  .  .  .  512 

314.  Cable  Tramways,  San  Francisco  :  Section  of  Way,  Tube, 

and  Gripper . 530 

315.  Do.  DO.  Disposition  OF  Tube,  Dummy  Car  AND  Gripper  531 

316.  Edinburgh  Northern  Cable  Tramways:  Gradient  of 


Trinity  Route  . 

•  533 

317.  Do. 

-  DO. 

Gradient  of  Stockbridge  Route  534 

318,  319.  Do. 

DO. 

Sections  of  Way  . 

•  535 

320,  321.  Do. 

DO. 

Details  of  Pulleys,  &c. 

•  536,  537 

322,  323.  Do. 

DO. 

Terminal  Pits  and  Diverting 

Pulleys 

•  538,  539 

324.  Do. 

DO. 

Details  of  Gripper 

.  540 

325.  Birmingham 

Cable 

Tramway  :  Plan  of  Terminus 

•  543 

326.  -  Do. 

.  DO. 

.Terminal  Pulley  and  Pit 

•  •  544 

327  to  329.  Do. 

DO. 

Pulleys  and  Pulley  Pit  at  Hockley 

545,  546 

330.  .  Do. 

DO. 

Enginp:  House  and  Tensional  Gear  547 

331,  332.  Do. 

DO. 

Engine  and  Driving  Gear 

•  548,  549 

333- 

.  DO. 

Rope-driving  Pullpw 

•  550 

334.  ,  .  Do. 

.  DO. 

Type  Section  of  AVay 

•  550 

335,  336.  Do. 

DO. 

Details  of  Gripper 

•  ,552 

337  to  339.  (Plates 

V.,  VI.) 

Cable  Route  of  the  London 

Tram- 

WAYS  :  Elevations  and  Plan  of  Streatham  Depot  facing 


c 


XXXIV 


LIST  OF  ILLUSTRATIONS. 


fig:  page 

340.  Electric  Traction  (Overhead  Conductor  System)  :  Rela¬ 

tion  OF  THE  Cars  to  the  Circuit . 562 

341.  Bessbrook  and  Newry  Electrical  Tramway:  Passenger 

Cars . 569 

342.  City  and  South  London  Railway  :  Transverse  Section  of 

Tunnei . 586 

343.  .  Do.  DO.  Boiler-house  and  Engine-house  at  Gene¬ 

rator  Station  ......  587 

344.  Do.  DO.  Sectional  View  of  Locomotive,  showing 

Motors . 590 

345.  Do.  DO.  Perspective  View  of  Locomotive  .  -591 

347.  Florence  and  Fiesole  Electric  Railway:  Section  of 

Bgiler  ...........  600 


346.  (Plate 

VII.) 

Florence 

AND  Fiesole  Electric  Railway  : 

»  Plan  of  Electric  Works  at  St.  Gervasio 

facing 

600 

00 

Do. 

DO. 

Engine  and  Dynamo 

•  ?  9 

600 

349- 

Do. 

DO. 

.Suspension  of  Columns  . 

*  t  5 

600 

350-  " 

Do. 

DO. 

Elevation  of  Car  . 

•  9  9 

600 

551- 

Do. 

DO. 

Plan  of  Car 

•  9  9 

600 

352,  353- 

Do. 

DO. 

Trolley  Pole 

•  • 

60 1 

354. 

Do. 

Do. 

Gearing  of  the  Motor  . 

. 

602 

355- 

Do. 

Do. 

Regulator  of  Car  . 

•  • 

602 

356.  Liverpool  Overhead  Railway  :  Section  of  Conductor 

Crossing . 606 

357.  Do.  Do.  Bogie  with  Armature,  Transverse  Section  607 

358,359.  (Plate  VIII.)  Do.  do.  Elevation  and  Plan  of  Gene¬ 
rating  Station  .  .  facing  608 

360,  361.  Do.  Do.  Elevation  and  Plan  of  Bogie,  with  , 


Armature . 612 

362.  Thomson-Houston  System:  Diagram  Showing  Electric 

Connections  of  the  Rails . 617 

363.  Pole  used  for  Overhead  Installation  .  .  .  .618 

364.  (Plate  IX.)  Thomson-Houston  System,  of  Trolley-Wire 

'  .Suspension  .  ,  facing  .618 

'365.  Do.  Do.  Details . 619 

366.  Section  of  Top  of  Steel  Pole . 619 

367,  368.  “Frogs”  for  Diverting  Trolley  Wheels  .  .  .  620 

369.  Single-Reduction  Motor  for  Car  .  .  .  / .  .  620 


LIST  OF  ILLUSTRATIONS. 


XXXV 


no. 


PAGE 

621 

621 

622 

623 


370.  Single-Reduction  Motor,  Detaii.s  .... 

371.  Rheostat  for  Regulating  Speed  .... 

372.  Controller-stand . 

373.  Trolley . 

374.  Sketch  Plan  of  Station  and  Car  Shed  of  Roundhay 

t  • 

Electric  Tramway  .  .  .  '.  .  .  624 

375.  Thomson-Houston  Dynamc' . 625 

376, 377-  Mr.  Dickinson's  System  of  Electric  Traction  : 

Switch,  in  Plan  and  Section . 631 

378,  379.  Pole  for  Overhead  Installation,  with  Details  ..  632 

380.  Single-reduction  ]Motors  for  Cars  :  Elevation  .  .  633 

381.  Do.  DO.  Plan  .  .  .  633 

382.  Car  in  Section,  Showing  Trolley-Conductor  .  .  .  635 

383.  384.  Details  of  Trolley  Pole  and  Standard  .  .  .  636 

385,  386.  Do.  Trolley  Pole . 637 

387.  Plan  of  Car,  Showing  Various  Positions  of  Trolley  Pole  639 

388.  Location  of  the  Neversink  Mountain  Electric  Railroad  642 

389.  390.  (Plate  X.)  Plan,  Elevation,  and  Right-side  VIE^Y 

OF  the  Turbine  Plant  of  the  Neversink  Mountain 
Railroad  ........  facing  644 

391.  (Plate  XI.)  Arrangement  of  the  AViring  of  the  Neversink 

JNIountain  Electric  Railroad  ....  facing  644 

392,393.  (Plate  XII.)  Points  AND  Crossings  :  Passing-place 


AND  Triangle  Junction  .  facing 

664 

394^  395* 

Do. 

DO. 

.Single  and  Double  Crossover  Road  ,, 

664 

396. 

Do. 

DO. 

Section  of  Open  Point  .  .  ,, 

664 

397,  398. 

Do. 

DO. 

Miller’s  Movable  Chilled  Points  ,, 

664 

399. 

Do. 

DO. 

Miller’s  Chilled  Crossing  for 

Junction  with  Channel 

AND  Rail  ...  ,, 

664 

6 

0 

Do. 

DO. 

Miller’s  Chilled  Crossing  for 

Connection  with  Girder 

Rail  ....  ,, 

664 

401  to  403 

.  Do. 

DO. 

Built-up  Fixp:d  Points  .  .  ■ 

664 

404,  405. 

Do. 

DO. 

Cross-Sections  of  Built-up  Fixed 

Points  ....  ,, 

664 

406,407  . 

Do. 

DO. 

Movable  Points  m^de  up  from  Rail  ,, 

664 

408. 

Do. 

DO. 

DO.  Built-up  Crossing  .  .  ,, 

664 

LIST  OF  PLATES. 


FACING 

PLATE  ,  I-AGE 

I.  (Figs.  230  to  235).  IXSIDE-AND-OUTSIDE  PASSENGER  CAR,  BY 
THE  Metropolitan  Railway  Carriage  and  Waggon 
Company . 360 

II.  (Figs.  243  to  247).  Inside  Passenger  Car,  by  the  .Starbuck 

Car  and  Waggon  Company . 370 

III.  (Figs.  249,  250).  Inside-and-Outside  Passenger  Car,  for 

Steam  Traction,  by  the  Falcon  Engine  and  Car  Works  372 

IV.  (P'igs.  255,  256).  Inside-and-Outside  Passenger  Car  of  the 

CoMPAGNiE  Generate  des  Omnibus,  of  Paris  .  .  380 

V.  (Figs.  337,  338).  Brixton  Cable  Route  of  the  London 
Tramways  :  Sectional  and  Front  Elevation  of 


Streatham  Depot . 554 

VI.  (Fig.  339).  Do.  DO.  Plan  of  the  Streatham  Depot  .  554 


VII.  (Figs.  346,  348  to  351).  Florence  and  Fiesole  Electrical 

Railway  :  Plan  of  AVorks  at  St.  Gervasio  ;  Plans 
AND  Elevations  of  Engine  and  Dynamo  and  Car  .  600 

VIII.  (F'igs.  358,  359).  Liverpool  Overhead  Railway  :  Eleva¬ 

tion  AND  Plan  of  Generating  Station  .  .  .  608 

IX.  (Fig.  364).  Thomson-Houston  System  of  Trolley  AVire 

Suspension . 618 

X.  (Figs  389,  390).  The  Neversink  Mountain  Electric 
Railroad  :  Plan,  Elevation,  and  Right-side  View 

OF  THE  Turbine  Plant . 644 

^  • 

XL  (FAg.  391).  Do.  DO.  Arrangement  of  the  AATring  .  644 
XII.  (F'igs.  392  to*  408).  Points  and  Crossings  ....  664 


TRAM  WAYS. 


PART  I. 

ORIGIN  AND  PROGRESS  of  TRAMWAYS. 

CHAPTER  I. 

INTRODUCTION  OF  TRAMWAYS. 

A  TRAM,  according  to  Nuttall,  is  the  shaft  ot  a  cart  or  a  carriage. 
It  is  also  a  local  name  lor  a  coal-wagon,  whence  is  derived  the 
compound  word  “tramway”  or  “  tramroad  ” — a  road  laid  with 
narrow  tracks  of  wood,  stone,  or  iron,  for  trams  or  wagons. 

In  France,  tramways  were  officially  known  as  “  horse  railways  ” 
{z'oies  ferrks  a  traction  de  clievaux).  By  the  public  they  were 
known  as  “  American  railways  ”  {chemms  de  fer  Americains,  or 
simply  I Americain).  Finally,  the  English  word  “  tramway  ”  has 
become  universally  adopted  in  France. 

A  tramway,  in  the  modern  sense  of  the  word,  is  a  street  railway, 
or  a  road  railway,  forming  part  of  the  roadway ;  such  that  the 
traffic  of  the  street  or  the  road,  unaffected  by  the  tramway,  is  free 
to  circulate.  It  follows,  as  the  principal  condition  of  such  free 
circulation,  that  the  surface  of  the  rails,  whilst  they  are  adapted  fcr 
carrying  flanged  wheels,  should  be  at  the  level  of  the  carriage-way. 

Tramways,  for  facilitating  heavy  continuous  traffic,  were,  as  may 
be  imagined,  more  desirable  in  the  days  of  no  roads,  or  bad  roads, 


2 


ORJGIN  AND  PROGRESS  OF  TRAMWAYS. 


than  they  are  even  now.  They  were  laid,  more  than  two  hundred 
years  ago,  in  the  mineral  districts  of  England,  when  coal  was 
rapidly  supplanting  wood  as  fuel,  for  the  conveyance  of  coal  to 
the  sea-coast  for  shipment.  The  difficulty  of  keeping  the  roads  in 
repair — leading  from  coal-mines — may  easily  be  conceived.  Some¬ 
thing  of  the  condition  of  roads  in  the  ante-macadam  period  may  be 
witnessed  to-day  in  the  earth-roads  of  Egypt.  These,  after  a  heavy 
fall  of  rain,  become  seas  of  mud,  and  constitute  formidable  impedi¬ 
ments  to  circulation,  instead  of  facilitating  it.  Our  forefathers  were 


Fig.  I.  Early  timber  tramways.  Scale,  A-. 


led  to  lay  planks  or  timbers  at  the  bottoms  of  the  ruts,  as  a  better 
contrivance  than  filling  in  stones.  The  inconvenience  of  the 
ruts,  again,  led  to  placing  planks  or  rails  of  timber  on  the  level 
surface.  In  1676,  tramways  consisted  of  rails  of  timber  laid  “  from 
the  colliery  to  the  river,  exactly  straight  and  parallel.” 

The  rails,  originally,  were  formed  of  scantlings  of  good  sound  oak, 
and  were  connected  by  sills  or  cross-timbers  of  the  same  material, 
pinned  together  with  oak  trenails,  as  shown  in  Fig.  i.  The  rails 


Fig.  2.  Early  limber  tramways,  with  double  rails.  Scale,  offi. 

were  4  inches  deep  and  4  or  5  inches  wide,  laid  parallel,  3  or  4  feet 
apart,  in  lengths  of  6  feet.  The  cross- sleepers  were  6  feet  long 
by  4  or  5  inches  deep  and  5  inches  wide,  laid  about  2  feet  apart 
between  centres.  The  rapid  abrasion  and  wear  of  the  rails,  in 
consequence  of  the  coarse  construction  of  the  wheels  and  the  wear 
of  the  sleepers  by  the  action  of  the  horses’  feet,  led  to  the  placing 
of  an  additional  rail,  Fig.  2,  upon  the  first  rail.  This  second  rai-1 


EARLY  TIMBER  TRAMWAYS. 


3 


became  the  wearing  piece,  and  could  be  renewed  with  facility  ; 
whilst  the  increased  depth  afforded  by  .it  admitted  of  the  covering 
of  the  sleepers  by  the  soil,  and  their  protection  from  the  horses’ 
feet.  The  wearing  rails  were  of  hard  wood — beech  or  sycamore — 
6  feet  long  by  from  4  to  6  inches  deep.  The  under  rails  of  the 
double  way,  at  first  made  of  oak,  were  subsequently  made  of  fir. 

It  became  a  common  practice  to  nail  down  bars  of  wrought  iron 
on  the  surface  of  the  ascending  inclines  of  the  road,  where  the 
draught  was  increased,  in  consequence  of  the  greater  wear  of  the 
timber.  These  bars,  or  rails,  were  about  2  inches  wide,  and  J  inch 
thick,  and  fastened  to  the  wood  rails  by  nails  having  countersunk 
heads.  But  the  iron  bars,  not  being  stiff  enough,  were  consider¬ 
ably  bent  when  the  trucks  were  loaded,  and  the  resistance,  accord¬ 
ing  to  Mr.  Wood,  was  reduced  but  slightly  below  that  of  a  well- 
constructed  double  wooden  railway. 

Nevertheless,  a  marked  improvement  in  the  performance  ot  the 
draught  horses  followed  upon  the  establishment  of  the  tramway. 
The  regular  load  of  coals  for  one  horse,  on  the  common  road, 
amounted  to  8  bolls  or  17  cwt.,  whilst,  upon  the  tramway,  the 
horse  could  regularly  take  a  load  of  19  bolls  or  42  cwt.  of  coal. 

Cast  iron  was  first  tried  incidentally,  as  a  material  for  rails,  in 
1767,  by  the  Coalbrookedale  Iron  Company,  who  determined  to 
protect  their  oak  rails  with  cast  iron,  not  altogether  as  a  necessary 
expedient  of  improvement,  says  Mr.  Hornblower,  writing  in  1809, 
“  but  in  part  as  a  well-digested  measure  of  economy  in  support  of 
their  trade.  From  some  adventitious  circumstances,  the  price  of 
pigs  became  very  low :  and  their  works  being  of  great  extent,  in 
order  to  keep  the  furnaces  in,  they  thought  it  would  be  the  best 
means  of  stocking  their  pigs  to  lay  them  on  the  wooden  railways, 
as  it  would  help  to  pay  the  interest  by  reducing  the  repairs  of  the 
rails  ;  and  if  iron  should  take  any  sudden  rise,  there  was  nothing 
to  do  but  to  take  them  up  and  to  send  them  away  as  pigs.”  * 

The  iron  rails  were  cast  in  lengths  of  5  feet,  4  inches  wide,  and 
inches  thick,  as  in  Fig.  3,  formed  with  three  holes,  through 

*  Observations  by  Mr.  Hornblower,  in  the  Appendix  to  the  Third 
Report  of  the  Committee  on  Highways,  1809. 


4 


ORIGIN  AND  PROGRESS  OF  IRA  AIWA  VS, 


which  they  were  fastened  to  the  oak  rails ;  “  and  very  complete  it 
was,  both  in  design  and  in  execution.” 

The  tramway  was  developed  into  the  railway  by  the  employment 
of  flange  rails  and  edge  rails  of  cast  iron  and  of  wrought  iron, 
designedly  elevated  above  the  surface  of  the  ground,  upon  new 
tracks  laid  out  specifically  for  the  formation  of  railways.  But  a 


Fig.  3.  Cast-iron  tram-rails,  by  the  Colebrookedale  Iron  Company. 

Scale  2^. 

reaction  set  in  when  it  was  found  that  railways  wanted  the 
needful  adaptability  to  follow  out  the  subordinate  lines  of  traffic 
which  occupied  roads  and  streets.  The  convenient  and  unpre¬ 
tentious  tramway  was  revived,  and  laid  in  streets  and  common 
roads,  for  the  conveyance  of  passengers  on  the  omnibus  system. 
The  revivals  have,  for  th«  most  part,  been,  like  the  primitive 
tramways,  worked  by  horses.  Nevertheless,  in  view  of  the  success 


FIRST  AMERICAN  TRAMIVAYS, 


5 


of  the  tramway  system,  as  a  mechanical  fact,  it  may  be  expected 
that  mechanical  power  will  be  generally  substituted  for  horses. 

The  modern  tramway  was  first  employed  in  the  United  States, 
where  it  was  urgently  wanted,  in  consequence  of  the  inferior  con¬ 
dition  of  the  streets  and  roads  of  the  large  cities.  The  first 
American  tramway  was  the  New  York  and  Haarlem  line,  of  which 
the  first  section,  laid  in  the  main  thoroughfares  to  a  gauge  of 
4  feet  8|-  inches,  was  opened  in  1832.  But  it  was  unpopular, 
and  was  for  a  time  suppressed.  Tramways,  nevertheless,  were 
revived  in  the  same  city  about  the  year  1852  by  the  instru¬ 
mentality  of  M.  Loiibat,  a  French  engineer,  who  recommended 
and  laid  down  a  tramway,  consisting  of  rolled  wrought-iron  rails, 
laid  upon  wooden  sleepers.  The  rails  were  constructed  with  a 
groove  in  the  upper  surface  to  guide  the  wheels  of  the  cars, 
which  were  made  with  flanges,  like  those  of  railway  carriages  and 
wagons."^ 

Tramways  were  rapidly  multiplied  in  New  York,  which  owes 
much  of  its  development  to  the  tramways,  the  traffic  upon  which  was 
of  much  more  importance  than  that  of  the  light  wheeled  vehicles 
used  for  ordinary  circulation.  Otherwise,  the  rails,  which  were 
formed  with  wide,  gulf-like  grooves,  would  not  have  been  tolerated 
in  the  streets.  The  tramway  afforded  incalculable  advantages, 
and  it  became  an  indispensable  feature  in  the  principal  cities  of 
the  United  States.  The  long  distances  to  be  traversed,  the 
generally  bad  condition  of  the  streets  and  roads,  and  the  com¬ 
parative  scarcity  of  other  vehicles,  formed  a  combination  of 
circumstances  which  forced  the  tramway-car  into  general  use  by 
all  classes. 

Habits  were  formed,  and  the  irregularities  of  rails  and  roads 
were  of  less  importance  than  they  had  been  felt  to  be  in  Britain. 
The  annexed  sectional  illustrations.  Figs.  4  to  9,  show  the  fearless 
manner  in  which  the  New  York  tram-rails  were  proportioned, 
combining  obnoxious  grooves  with  massive  sections.  An  unso¬ 
phisticated  observer,  struck  by  the  proportions  of  these  rails  with 

*  The  rails  laid  by  M.  Loubat,  in  Paris,  hereafter  noticed,  were 
similar  to  those  laid  by  him  in  America. 


6 


ORIGIN  AND  PROGRESS  OF  TRAMWAYS. 


the  portentous  grooves,  described  them  as  “  rails  which  have 
a  sort  of  iron  gutter  attached  to  each  on  their  inside  edge.” 

Mr.  Charles  L.  Light,  an  English  engineer,  properly  conceiving 


New  York  Tram-Rails.  Scale,  full  size. 


LIG.  6.  New  York,  Second  Avenue. 


*  Letter  of  Mr.  Longley,  quoted  by  Mr.  Beresford  Hope,  in  his 
evidence  before  the  Select  Committee  on  Tramways,  1872.  Mr.  Peel, 


EARLY  NEW  YORK  7RAJ/-RA/LS. 


•7 

/ 


that  the  great  groove,  or  “gutter,”  in  the  New  York  rails  was  a 
great  nuisance,  devised  and  laid,  in  1856 — 57,  a  less  incommodious 

Nf.w  York  TRA:\r-R  afi  s.  Scale,  ^  full  size. 


a  member  of  the  Committee,  struck  by  the  originality  of  the  notion  of 
a  “gutter”  alongside  the  rail,  naturally  inquired  of  Mr.  Hope, — 

“  In  comparing  the  New  York  system  with  that  adopted  in  London, 
you  spoke  of  an  iron  gutter  as  being  a  feature  of  the  system  ?  ” 

A92S.  “My  correspondent  is  Mr.  Longley,  son  of  the  late  Arch- 


8 


ORIGIN  AND  PROGRESS  OF  TR  All  JR  A  VS. 


tram-rail  in  the  streets  of  Boston,  U.S.,  in  which  the  depth  of  the 
groove  was  limited  to  ^  inch,  whilst  the  inner  side  of  the  groove 
was  carried  up  with  a  flat  slope,  so  formed  that  mud  or  small  stones 
could  be  the  more  easily  pushed  away  by  the  flanges  of  the  car 
wheels.  The  groove  was  not  so  deep,  and  not  so  damaging  to  the 
wheels  ot  ordinary  vehicles,  as  the  grooves  of  the  New  York  rails. 


Fig.  io.  Cast-iron  rail,  Boston,  U.S.,  by  Mr.  C.  L.  Light.  Scale  L 


bishop,  who  is  very  well  known,  and  who  happened  to  be  in  New  York 
last  year.  I  do  not  know  whether  you  wish  to  challenge  the  social 
condition  of  my  New  York  correspondent  ?  ” 

“  Not  by  any  means.  But,  as  I  understand,  the  iron  gutter  is  not 
at  all  used  in  the  English  system  ?  ” 

Ans.  “  I  do  not  suppose  that  any  witness  has  contended  that  it  is.” 
“  But  when  you  say  that  the  New  York  system  is  characterized  by 
iron  gutters,  and  is  therefore  disadvantageous  to  the  public,  what  is 
the  inference  you  wish  the  Committee  to  draw  ?  ” 

Ans.  “  That  the  New  York  system  has  one  more  element  of  incon¬ 
venience  in  it  than  the  English  system.” 

As  Mr.  Hope  himself  said  in  his  next  answer,  such  sort  of  evidence 
is  “a  mere  red-herring,  very  unfair  and  very  untrue.”  Of  such  is 
history  made. 

Here  is  another  bit  of  Mr.  Hope’s  evidence:  ‘‘Omnibuses,  dan¬ 
gerous  and  disagreeable  as  they  are,  move  in  and  out ;  while  a 
tramway  cannot  move  in  and  out.  .  .  .  Mr.  Train  ran  one  of  his 
lines,  and  had  a  station  for  his  omnibuses  under  my  window,  and 
the  noise,  and  the  hallooing,  and  the  row  that  went  on  was  a  great 
inconvenience,  certainly.”  Such  evidence  was  unanswerable. 


PHILADELPHIA  STEP-RAIL. 


9 


'The  rails,  Fig.  lo,  were  of  cast  iron,  in  lengths  of  6  feet  and  8  feet, 
weighing  75  lbs.  per  yard.  The  ends  of  the  rails  were  formed 
with  dowels  and  cores  placed  diagonally,  which,  being  interlocked, 
were  designed  to  maintain  the  ends  of  the  lengths  of  rail  at  one 
level.  These  rails,  after  several  years’  working,  were  replaced  by 
rails  of  wrought  iron. 

In  order  to  mitigate  the  inconveniences  of  the  New  York  sections 
of  tram-rail,  a  different  sort  -of  rail,  Fig.  ii,  from  which  the 
groove  was  banished,  though  a  ridge  remained,  was  introduced 
in  Philadelphia,  and  laid  in  Fifth  and  Sixth  Streets,  where  it  gave 
satisfaction.  It  consisted  of  a  flat  plate,  5  inches  wide,  formed 
with  a  raised  ledge  or  step  at  one  edge,  standing  J  inch  above 
the  surface  of  the  plate,  without  any  groove.  The  plate  was 


formed  wiih  a  ledge  or  fillet  at  each  side  below,  let  into  corre¬ 
sponding  rebates  in  the  upper  corners  of  the  sleepers,  which  were 
of  wood.  The  weight  was  46  lbs.  per  yard.  The  gauge  was  fixed 
at  5  feet  2  inches  between  the  ledges  to  suit  the  wheels  of  ordinary 
vehicles,  which  could  run  on  the  lower  flat  surfaces.  The  type  of 
tramway  thus  settled  for  Philadelphia  in  1855,  is  shown  in  Figs. 
12  and  13. 

'Fhe  rails  were  laid  on  longitudinal  sleepers  of  yellow  pine, 
5  inches  wide  and  7  inches  deep,  bolted  down  upon  transverse 
sleepers,  6  inches  wide  and  5  inches  deep,  with  iron  knees  to 
maintain  the  rails  in  gauge. 

Following  the  principle  of  the  Philadelphia  rail,  but  adopting  a 
greater  width — 8  inches — a  similar  rail,  Fig.  14,  was  introduced 


lO 


ORIGIN  AND  PROGRESS  OF  TRAMWAYS. 


in  New  York  iwevioiis  to  i860.  It  was  better  adapted  for  taking 
the  wheels  of  ordinary  vehicles,  which  varied  considerably  in 


Figs.  12  and  13.  Philadelphia  Tramways.  Scale  tjT. 


gauge,  whilst  new  vehicles  of  the  ordinary  kinds  were  made  to  fit 
the  tramway. 

But  the  wide  tram-plate  or  step-rail  incurs  the  objection  that  it 
does  not  afford  a  good  foothold  tor  horses,  whether  harnessed  to 
tramcars  or  to  ordinary  vehicles.  There  is,  besides,  the  general 


XUlf^  YOJi/C  STEP- RAIL. 


I  I 

objection  to  the  step  form  of  the  surface,  in  which,  though  the 
rise  may  never  exceed  an  inch,  the  elevation  is  sufficient  to  cause 
a  considerable  degree  of  inconvenience  to  vehicles  crossing  the 
rails  in  an  oblique  direction  in  straining  the  wheels  and  the  axles. 
The  step-rail  possesses,  on  the  contrary,  the  advantage  over  the 
grooved  rail  that  the  flange  of  the  car-wheel  is  always  free,  as 
there  is  no  groove  for  the  lodgment  of  obstructive  pebbles  and 
mud,  whilst  there  is  nothing  to  seize  the  wheels  of  ordinary 
vehicles. 

The  step-rail  is  in  general  use  in  the  principal  cities  of  the 
United  States,  where  probably  there  is  less  of  the  light  cab  and 
omnibus  traffic  than  what  prevails  in  English  cities  and  towns 
exposed  to  the  action  of  the  obnoxious  step. 


Tramways  have  been  widely  extended  in  the  chief  cities  of  the 
Union.  The  gauge  of  tramways  adopted,  for  the  most  part,  in  the 
United  States  is  4  feet  8d  inches. 

The  tramway  system  of  Buenos  Ayres,  the  principal  city  of  the 
Argentine  Republic,  is  a  conspicuous  example  of  the  beneficial 
adoption  of  tramways  in  towns.  There  were,  in  1872,  in  opera¬ 
tion  or  in  course  of  construction  about  70  miles  of  tramway  in 
that  city,  a  greater  mileage  probably  in  proportion  to  the  size  of 
the  place — which  contains  200,000  inhabitants — than  has  been 
laid  in  any  other  city  in  the  world.  The  extraordinary  develop¬ 
ment  of  the  system  there  is  attributable  m  a  great  measure  to  the 
comfort,  the  cheapness,  and  the  rapidity  of  tramway  locomotion 


12 


ORIGIN  AND  PROGRESS  OF  TRAMWAYS. 


compared  with  the  previously  existing  means  of  conveyance  in 
carriages  or  omnibuses  over  a  very  rough  kind  of  paving.  The 
city  is  built,  like  the  towns  and  cities  of  the  United  States,  in 
square  blocks,  the  streets  being  straight,  parallel,  and  at  right 
angles.  Almost  every  street  has  its  line  of  tramway,  laid  for 
the  most  part  on  Livesey’s  system,  afterwards  described.  The 
principal  lines  are  known  as  the  City,  the  Billinghurst  (now  the 
Argentine),  the  Lacroze,  the  National,  the  Mendez,  and  the 
Southern  Tramways.  One  particular  feature  which  added  to  the 
cost  of  working  these  tramways  was  the  necessity,  some  years  ago, 
for  having  ‘‘  trumpeters  ” — men  on  horseback  who  ride  in  advance 
of  the  cars  each  blowing  a  trumpet — to  warn  off  carts  and  other 
vehicles  from  the  track,  as  well  as  to  prevent  collisions  at  the 
intersections  of  the  streets,  and,  further,  to  assist  in  dragging  out 
of  the  way  any  heavily  laden  or  broken-down  vehicle  obstructing 
the  line,^' 

The  modern  tramway  was  introduced  in  England  by  Mr.  G.  F. 
Train,  who,  in  1857,  made  proposals  for  laying  tramways  on  the 
system  originated  in  Philadelphia  in  some  of  the  Metropolitan 
thoroughfares  and  in  a  few  provincial  towns.  Mr.  Train  asso¬ 
ciated  with  himself  Mr.  James  Samuel,  C.E.,  but  they  failed  in 
their  object  of  obtaining  an  Act  of  Parliament,  which  was  applied 
for  in  1858,  mainly  through  the  opposition  of  Sir  Benjamin  Hall, 
Chief  Commissioner  of  Works.  “  It  was  utterly  impossible,”  he 
said,  that  the  iron  rails  or  plates  upon  which  the  carriages  were 
to  run  could  be  laid  on  macadamised  roads,  for  instance,  with  a 
certainty  of  always  being  kept  on  precisely  the  same  level  as  the 
road  ;  and  carriages  running  diagonally  against  the  plate  would 
be  subjected  to  have  their  wheels  torn  off,  and  most  serious  acci¬ 
dents  would  result  whatever  precautions  might  be  taken.  Even 
the  weather  would  at  times  effect  this.”! 

“  Sir  Benjamin  Hall,”  said  Mr.  Train,  did  not  meet  the  argu¬ 
ments  of  Mr.  Samuel  except  by  prejudice.  Arguing  against  facts 

*  Engineering,  May  17,  1872,  page  332. 

t  Observer,  February  21,  1858. 


TRAIN'S  TRAMJVAY  AT  BIRNEiXHEAD. 


is  difficult,  and  over-riding  stubborn  truths  impossible.”  Sir 
Benjamin,  nevertheless,  was  proved  to  be  in  the  right. 

In  default  of  better  authority,  Mr.  Train,  in  March,  i860, 
applied  for,  and  in  May  of  the  same  year  obtained,  permission 
from  the  Commissioners  of  Birkenhead  to  lay  down  his  tramway 
in  this  town.  In  April  he  patented  his  system. 

“  The  egg,”  Mr.  Train  said,  “  will  shortly  be  chipped  in  this 


country  under  my  patent,  at  great  cost  and  labour,  and  I  shall 
endeavour  to  prevent  my  chicken  (as  is  too  frequently  the  case 
with  valuable  inventions)  from  becoming  somebody  else’s  hen.” 

So,  the  first  of  his  lines  was  laid  in  the  macadamised  roads  of 
Birkenhead,  and  was  opened  on  August  30,  i860,  within  five 
months  after  the  application  for  leave  was  made.  It  is  illus¬ 
trated  by  Figs.  15  and  16.  It  has  rolled  wrought-iron  step-rails, 


Fig.  16.  Mr.  G.  F.  Train’s  tramway  at  Birkenhead  :  Section  of  rail. 

Scale 

weighing  about  50  lbs.  per  yard,  laid  to  a  gauge  of  4  feet  8T  inches. 
The  rails  were  6  inches  wide  and  -nrths  of  an  inch  thick  in  the 
sole,  with  a  step  rising  f  inch  above  the  sole,  and  a  fillet  at 
each  edge  on  the  lower  side.  They  were  bedded  on  and  spiked 
to  longitudinal  timber  sleepers,  6  inches  wide  and  8  inches  deep, 
which  were  let  into  and  rested  on  transverse  sleepers,  and  were 
spiked  to  them  with  one  iron  knee  to  each. 


ORIGIN  AND  PROGRESS  OF  TRAMWAYS. 


14 


Short  lines,  similarly,  were,  by  the  permission  ot  the  local 
authorities,  laid  down  in  London  by  Mr.  Train  and  his  friends 
in  1861  ;  in  Bnyswater  Road,  between  the  Marble  Arch  and 
Netting  Hill  Gate;  in  Westminster,  from  the  Palace  Hotel  to 
Victoria  Station;  and  in  Kennington  Road,  from  Westminster 
Bridge  to  Kennington  Park.  In  1863  aline  i|- miles  in  length 
was  laid  by  Mr.  Train  and  opened  in  the  Potteries  District  for 
the  Staffordshire  Potteries  Street  Railway  Company,  between 
Burslem  and  Hanley. 

After  a  brief  experience  of  the  inconvenience  of  the  step -rail, 
Mr.  Train’s  lines  laid  in  London  were  removed,  whilst  the  Birken¬ 
head  Tramway  and  the  Potteries  Tramway  were  only  saved  from 
extinction  by  the  timely  substitution  of  flat  grooved  rails  for  the 
step-rails.  The  grooves  in  the  new  rails  were  sufficiently  roomy 
to  afford  free  play  for  the  flanges  of  the  wheels,  at  the  same  time 
that  they  were  sufficiently  narrow  to  prevent  the  wheels  of  common 
road  vehicles  from  entering  them. 

Our  streets  and  roads  being  in  comparatively  good  condition, 
with  cabs  and  omnibuses  in  common  use,  great  numbers  of  which 
were  available  for  general  circulation  at  reasonable  fares,  the  need 
for  tramway  accommodation  was  less  urgent  in  England  than  else¬ 
where.  The  advocates  of  tramways,  discouraged  by  the  sensa¬ 
tional  failures,  retired  for  a  time.  Mr.  Beresford  Hope  said,  I 
have  often  been  button-holed  in  society  about  it,  and  I  should 
say  that  the  general  population  of  London  look  upon  the  exten¬ 
sion  of  tramways  with  dislike  and  apprehension.” 

In  fine,  the  career  of  the  step-rail  tramway  was  ended.  How¬ 
ever  it  may  have  been  tolerated  in  America,  it  was  hated  in 
England;  and  only  after  an  interval  of  some  years — in  1865  and 
1866 — was  the  movement  for  the  construction  of  tramways 
revived. 

It  may  be  noted  that,  obviating  the  vice  of  the  step-rail, 
flat  rails  were  laid  in  Salford,  on  Mr.  John  Haworth’s  system, 
about  the  year  1862,  consisting  of  two  parallel  lines  of  smooth 
iron  plates,  44  inches  wide  and  4  inch  thick,  and  a  central  grooved 
rail,  similar  in  section  to  an  inverted  bridge  rail.  These  rails 


y/A  JJ  ^OR  Til  ’  6'  TR  A  MWA  1  \ 


15 


were  laid  upon  and  screwed  down  to  longitudinal  timber  sleepers, 
and  finished  flush  with  the  surface  of  the  pavement.  Whilst 
the  wheels  of  the  vehicle  rolled  freely  over  the  tram-plates  a 
small  guide-wheel,  having  a  central  flange,  ran  upon  the  central 
rail.  The  guide-wheel  was  hung  from  the  front  ot  the  ordinary 
omnibus,  and  was  raised  or  depressed  at  will  by  the  driver.  This 
triple-rail  system,  known  as  the  “on-and-off”  system,  was  in 
operation  for  upwards  of  eight  years  ;  but  it  was  too  weak,  inso¬ 
much  as  it  worked  loose  at  the  joints,  and  the  ends  occasionally 
opened  up,  making  dangerous  footing  for  the  horses.  Besides,  it 
was  open  to  the  objection  of  slipperiness,  and  eventually  the 
episodical  tramway  was  removed, 


CHAPTER  II. 


MODERN  TRAMWAYS  IN  THE  UNITED  KINGDOM. 

In  November,  1865,  a  show  piece  of  tramway,  six  yards  in 
length,  was  laid  in  Castle  Street,  Liverpool,  with  the  crescent  rail, 
3  inches  wide,  weighing  18  lbs.  per  yard,  imported  from  America, 
laid  as  in  Fig.  17,  on  which  great  expectations  were  based.  The 
crescent  rail,  which  was  certainly  flat  enough  and  unassuming 


Fig.  17.  Crescent  rail,  by  Mr.  J.  Noble.  Scale  L 

enough,  had  been  employed  in  the  construction  ot  tramways  in  the 
United  States,  and,  as  it  lay  perfectly  level  with  the  pavement  of 
the  street,  it  was  hailed  by  its  admirers  as  a  satisfactory  solution  of 
the  problem  of  a  non-obstructive  street  railway.  The  rails  were 
laid  and  screwed  down  to  longitudinal  bearers,  which  rested  on 
cross-sleepers.  A  small  groove,  or  slot  opening,  was  left  in  the 


THE  FIRST  LIVERPOOL  TRAMWAY. 


17 


pavement  to  clear  the  flanges  of  the  wheels.  The  provision  thus 
made  for  clearing  wheel  flanges  was  insufficient,  and  it  was  neces¬ 
sary  in  practice  to  employ  special  appliances  for  sweeping  the 
groove  clear  of  obstructive  matter,  whilst  the  tractional  resistance 
must  have  frequently  been  excessive.  Besides,  the  unprotected 
edges  of  the  paving  were  liable  to  breakage.  The  system  was 
finally  abandoned,  though  it  formed  part  of  the  original  scheme  of 
the  Liverpool  tramways ;  and  the  sample  line  did  good  service  in 
allaying  the  apprehensions  of  the  timid,  and  in  silencing  the 
objections  of  the  fastidious.  The  sample  piece  was  removed  after 
it  had  laid  four  years  in  Castle  Street. 

The  type  of  rail  finally  adopted  for  the  first  Liverpool  tramways 
was  formed  with  a  flat  level  surface,  having  a  narrow  groove  to 
receive  and  guide  the  wheel  flanges. 

In  1866  and  1867  application  was  made  to  Parliament  for 
power  to  construct  a  system  of  tramways  in  Liverpool,  for  which 
an  Act  was  obtained  in  1868.  This  was  the  first  English  system 
of  tramways  for  passenger  traffic  that  was  authorised  by  Act  ot 
Parliament.  The  works  were  constructed  by  Messrs.  Fisher  and 
Parrish,  of  New  York,  under  Mr.  George  Hopkins  as  engineer-in¬ 
chief,  and  were  commenced  in  May,  1869.  The  south  line,  from 
the  Exchange  to  Dingle,  3  miles  560  yards  in  length,  was  opened 
on  November  i,  1869.  The  north  line,  from  Old  Haymarket  to 
Spillow  Lane  and  Whitechapel  Street,  2  miles  700  yards  long,  was 
opened  on  September  i,  1870  ;  and  the  line  on  Aigburth  Road, 
which  has  since  been  removed,  i  mile  260  yards  long,  was  opened 
a  year  later,  on  September  i,  1871.  Thus  the  total  authorised 
length  of  tramway,  or  of  streets  traversed  by  tramways,  amounted 
to  6  miles  1,520  yards,  and  it  was  constructed  in  the  course  of  about 
two  years  and  three  months.  The  length  constructed  was  about 
5|-  miles  in  length,  thus  ; — 

Miles.  Yards. 

Single  line  ......  2  820 

Double  line  .  .  .  •  -3  630 

Total  ...  .5  1,450 

C 


i8  ORIGIN  AND  PROGRESS  OF  TRAMWAYS. 

The  system  was  like  a  Catherine  wheel  :  it  consisted  of  an  inner 
circle  a  mile  and  quarter  long,  from  which  two  lines  flew  off.  The 
inner  circle  is  always  worked  in  one  direction,  and  then  the 
carriages  shoot  off  to  the  north.  There  are  now  (1891)  about  28^ 
miles  of  tramway  in  Liverpool. 

The  gauge  of  the  Liverpool  tramways  was  determined  to  be 
4  feet  Sh  inches — the  same  as  the  national  railway  gauge.  But 
it  was  not  fixed  at  that  width  with  any  view  to  a  possible 
communication  with  railways.  As  a  matter  of  fact  railway 
wagons  cannot  be  run  over  the  ordinary  groove  rails  of  tramways 
laid  to  the  railway  gauge.  The  gauge  of  4  feet  8b  inches  was 
introduced  in  the  Act  because,  when  the  promoters  first  applied  to 
Parliament,  they  were  obliged  to  apply  as  for  a  “  railway,”  since 


Fig.  18.  Early  Liverpool  rail.  Scale  |. 


the  word  tramway  !’  was  not  to  be  found  in  the  standing  orders, 
and  they  were  under  the  necessity  of  accepting  the  only  gauge 
allowed  for  railways. 

The  form  of  the  rails  adopted  in  the  original  construction  of 
the  Liverpool  tramways  was,  as  before  stated,  of  a  flat  grooved 
section,  such  as  had  been  found  to  answer  satisfactorily  at  Birken¬ 
head,  though  narrower,  weighing  40  lbs.  per  yard,  about  i  inch  in 
thickness  and  having  a  sectional  area  of  about  4  square  inches.  Rails 
of  similar  but  larger  section  were  afterwards  employed,  weighing 
45  lbs.  per  yard,  shown  in  Fig.  18.  The  rail  was  little  else  than  a  flat 
bar,  having  a  narrow  and  shallow  groove  in  its  upper  surface,  with  a 
fillet  on  the  lower  side  and  bedded  on  a  longitudinal  sleeper.  The 
rail  was  4  inches  wide  and  if  inches  in  thickness.  The  groove  was 
formed  with  sloping  sides,  and  was  f  inch  in  depth,  with  a  width  of 


THE  FIRST  LIVERPOOL  TRAMWA  Y. 


19 


He- - 


00 


I 


iS'  . 

j_u 


I  inch  at  the  bottom  and  double  this  width  at  the 
rail.  The  tread,  or  rolling  surface  for  the  wheels, 
about  2  inches,  when  of  course,  the 
inner  edge  of  the  tread  was  at  the 
half- width  of  the  rail ;  whilst  the 
ledge  forming  the  other  side  of  the 
groove  was  about  ^  inch  wide  at 
the  surface,  and  was  corrugated 
transversely  with  a  view  to  prevent¬ 
ing  slipperiness  for  horses.  The 
rails  were  bedded  on  timber  sleepers 
4  inches  wide  and  6  inches  in 
depth,  and  were  fished  with  ^-inch 
wrought-iron  plates,  12  inches  long 
and  4  inches  wide,  applied  below 
the  joint,  let  flush  into  the  upper 
side  of  the  sleeper  as  shown  in  Fig. 

20.  The  joint  was  fixed  with  four 
vertical  spikes,  two  to  each  rail, 
driven  through  the  rails  at  the 
bottom  of  the  groove,  and  the  fish¬ 
plate,  into  the  sleeper.  The  rails 
were  also  spiked  at  intervals  to  the 
sleepers.  The  heads  of  the  spikes 
were  countersunk,  and  let  into  the 
rails  to  finish  flush  with  the  bottom 
of  the  groove.  The  combined 
sleeper  and  rail  thus  presented,  for 
the  most  part,  a  vertical  surface  at 
each  side,  against  which  paving 
stones  could  be  closely  and  evenly 
jointed.  The  construction  of  the  way 
is  shown  in  cross  section  by  Fig.  19. 

To  render  the  way  independent  for 

support,  on  uncertain  or  unbroken  ground,  the 

excavated  to  a  depth  of  14^  inches  for  the  whole 

c  2 


ri-J 

W 


V  X 


surface  of  the 
had  a  width  ot 


roadway  was 
[width,  and  a 


20 


ORIGIN  AND  PROGRESS  OF  TRAMWAYS. 


continuous  bed  of  lime  concrete,  7  inches  thick,  was  laid  for  the 
whole  width  of  the  track,  as  a  foundation,  upon  which  the  sleepers 
were  placed.  The  interspaces  between  the  sleepers  were  filled  up 
with  concrete  to  the  right  level  for  supporting  4  inch  cubes.  The 
sleepers  were  laid  in  and  spiked  to  cast-iron  clip-chairs  (Figs.  20, 
21),  which  were  placed  about  4  feet  apart  longitudinally  and  rested 


Fig.  20.  First  Liverpool  tramway.  Section  of  1  ail  and  sleeper,  showing 
cast-iron  chair  and  fish-joint.  Scale 


Fig.  21.  First  Liverpool  tramway: — Cast-iron  chair  for  longitudinal 
sleepers,  and  cross  tie-bar.  Scale 

direct  on,  a  concrete  foundation.  The  gauge  of  the  rails  was  fixed  by 
bar-iron  cross-ties,  inches  deep  by  f  inch  thick,  the  ends  of  which 
were  dovetailed  into  grooves  cast  in  the  inner  side  of  the  chairs. 
The  chairs  were  6  wide  inches  at  the  joints  of  the  sleepers,  and 
3  inches  intermediately.  The  roadway  was  nearly  all  of  macadam, 
and  the  materials  for  the  concrete  were  taken  from  the  macadam 


NORTH  METROPOLITAN  TRAMWAYS.  2  1 

which  was  lifted  to  make  room  for  the  lime,  riddled,  cleaned,  and 
mixed  with  blue  lias  lime  ;  whilst  the  whole  of  the  surface  between 
the  rails,  and  for  a  width  of  i8  inches  beyond  the  outer  sides  of 
the  rails,  was  paved  with  Welsh  granite  sets :  4-inch  cubes  between 
the  rails,  and  sets  of  6  inches  in  depth  for  the  outer  18-inch 
spaces.  The  outer  width,  18  inches,  was  provided  in  the  Act,  and 
it  defined  the  marginal  boundaries  of  the  breadth  of  roadway  to  be 
maintained  by  the  tramway  company.  That  width  was,  and  is 
now  accepted  as  a  fair  compromise;  and,  says  Mr.  J.  Morris, 
“  it  does  fairly  represent  the  extent  of  possible  injury  even  which 
the  tramway  can  do  to  the  road,  and  it  is  accepted  universally 
on  the  Continent,  and  almost  universally  in  America,  and  is  the 
recognised  standard.”  * 

The  18-inch  margin  is  both  necessary  and  sufficient  for  main¬ 
taining  the  stability  of  the  line,  when  it  is  laid  in  a  non -paved  or 
macadamised  street,  and  for  affording  a  foothold  for  the  tram- 
horses  when  they  traverse  the  rails.  I  remember,”  says  Mr. 
Hopkins,  “  that  our  first  bills  were  introduced  with  9  inches  only 
outside  the  rails,  but  the  width  was  increased  to  18  inches  in 
Committee.”  t 

Where  the  lines  of  tramway  were  double,  in  Liverpool,  they 
were  laid  at  a  clear  distance  apart  of  four  feet  between  the  rails, 
giving  a  “  four-foot,”  corresponding  to  the  “  six-foot  ”  of  rail¬ 
ways. 

The  gradients  of  the  Liverpool  lines  of  tramway  are  various. 
Liverpool  is  a  very  hilly  town.  The  maximum  gradient  is  i 
in  19. 

The  practice  initiated  at  Liverpool  has  ruled  the  general  dis¬ 
positions  of  tramways  in  other  parts  of  the  country. 

In  1869,  the  North  Metropolitan  Tramways  Company  was 
authorised  to  lay  tramways  on  the  Whitechapel,  Mile  End,  and 
Bow  Roads ;  and  in  1870  they  were  empowered  to  lay  extensions 
to  Aldgate,  at  the  West-end,  and  to  Stratford,  Leytonstone,  and 
Bromley,  at  the  East-end.  In  1871,  they  obtained  additional 

*  Report  of  the  Select  Committee  on  Tramways  Bill,  1870. 

t  Ibid. 


22 


ORIGIN  AND  PROGRESS  OF  TRAMfVAYS. 


powers  to  lay  tramways  in  the  North  and  East  of  London,  which 
made  a  total  of  30^  miles  of  tramway  authorised  to  that  Company. 
Now,  in  1891,  there  is  a  length  of  4i|  miles  of  way. 

In  1869,  also.  Acts  were  passed  for  the  construction  of  the 
Kennington,  Brixton,  and  Clapham  routes,  from  Westminster 
Road,  by  the  Metropolitan  Street  Tramway  Company ;  and  the 
routes  from  Pimlico,  by  Vauxhall,  to  Greenwich,  by  the  Pimlico, 
Peckham,  and  Greenwich  Tramway  Company.  These  two  Com¬ 
panies  were,  by  their  Acts,  empowered  to  construct  and  work 
tramways  in  nearly  all  the  main  metropolitan  thoroughfares  on 
the  south  side  of  the  Thames,  comprising  25  miles  of  streets. 
They  were  amalgamated,  in  the  end  of  1870,  as  the  London 
Tramways  Company.  In  1891,  21 J  miles  of  way  were  open. 

In  1870,  the  London  Street  Tramways  Company  were  authorised 
to  lay  tramways  on  the  north  side  of  London,  from  Lower  Hol¬ 
loway  to  the  south  end  of  the  Hampstead  Road,  and  from 
Kentish  Town  to  King’s  Cross.  In  1891,  13I-  miles  of  way  were 
open. 

In  the  beginning  of  1873,  42  miles  of  tramway  had  been  opened 
in  the  streets  of  the  Metropolis  ;  the  length  was  increased  to  6 1 
miles  in  1876,  and  to  130  miles  in  1891. 


PART  II. 

STATISTICS  OF  TRAMWAYS. 


CHAPTER  I. 

GENERAL  STATISTICS. 


Under  the  stimulus  afforded  by  the  rapid  spread  and  successful 

operation  of 

the 

several  systems 

at  work,  Acts  were 

applied  for 

and  obtained, 

authorising  the  laying  of  tramways  in 

manv  cities 

and  towns  in 

the 

provinces  : — 

No.  of  Tramwaj- 

No.  of  Tramway 

Year. 

Acts  passed. 

V  ear. 

Acts  passed. 

1868 . 

.  I 

1881 . 

. 32 

1869 . 

.  3 

1882 . 

. 43 

1870 . 

. II 

1883 . 

. 25 

1871 . 

. II 

1884 . 

. 30 

1872 . 

. 13 

i88s . 

. 21 

1873 . 

. 22 

1886 . 

. 19 

1874 . 

.  8 

1887 . 

. 19 

1875 . 

. 14 

1888 . 

. 20 

1876 . 

.  9 

1889 . 

. 18 

1877  . 

1878  . 

. 22 

. 26 

1890 . 

.  2 

1879 . 

. 31 

23  years.  Total  . .  .  .439 

1880 . 

. 39 

These  columns  show  a  period  of  increasing  activity  in  tramway 
legislation,  culminating  in  1880 — 82,  followed  by  a  period  of 
decreasing  activity.  In  1890,  only  two  Acts  were  passed. 

The  total  lengths  of  streets  and  roads  traversed  by  tramways  in 
the  United  Kingdom,  at  June  30,  1890,  were  as  follows  : — 


24 


STATISTICS  OF  TRAMWAYS. 


K.in  gdoni. 

Len 

! 

gth  of  tramway  open.  | 

Double  line. 

Single  line. 

Total.  1 

England  and  Wales  . 
Scotland  .... 
Ireland 

Miles. 

62*81 

38*00 

Miles. 

438-15 

21*59 

73 '3 1 

Miles.  ! 

752-55  ! 

84*40  1 

111*31  ' 

Totals 

415*21 

533-05 

948*26 

The  capital  expenditure  on  tramways  at  June  30, 1890,  amounted 
to  about  13I-  millions  sterling,  distributed  as  follows  : — 


Capital  ex¬ 
penditure  on 

June  30,  1890.  i  lines  and 

Total  ex¬ 
penditure  on 

Length 

open  for  traffic. 

! 

Number 

of 

works  open 
for  traffic. 

capital 

account. 

Double. 

Single. 

Total. 

under¬ 

takings. 

1 

Tramways  belonging  to  1  £ 

c 

Miles. 

Miles. 

Miles. 

Local  Authorities  .  ‘  2,152,392 

2,911,419 

146*00 

97-75 

243-75 

29 

Tramways  belonging  to 
others  .  .  .  8,215,125 

10,824,350 

269*21 

435-30 

704-51 

1 

129 

Total,  United  Kingdom  10,367,517 

13.735.769 

415*21 

533-05 

948*26 

158 

The  capital  expended  on  lines  and  works  open  for  traffic  is  at 
the  rate  of  about  0,580  per  mile.  The  total  expenditure  on 
capital  account  is  as  follows  for  the  three  kingdoms  sepa¬ 
rately  : — 


June  30,  1890. 

Total  capital 
expenditure. 

Expenditure  ; 

per  mile  open. 

j 

£ 

S  i 

ti  1 

England  and  Wales 

11,136,027 

14,800 

Scotland  .... 

1,366,938 

16,200 

Ireland  ..... 

1,232,804 

1 1,100 

United  Kingdom 

13.735.769 

14,500 

Showing  an  average  total  expenditure  of  ;£'i 4,500  per  mile  of 
tramways  open.  The  greater  cost  per  mile  for  Scotland  arises 


GENERAL  STATISTICS, 


25 


from  the  greater  proportion  of  double  line  to  single  line  than  in 
the  other  countries  ;  and  the  less  cost  per  mile  for  Ireland  arises 
from  the  less  proportion  of  double  line. 

The  working  stock  at  June  30,  1890,  was  as  follows  : — 


27,719  horses,  or  .  .  .  .  pe7' mile  open  29'27 

575  locomotives  ....  ,,  ’61 

28,294  horses  and  locomotives  .  ,,  29-88 

3,801  cars  .....  ,,  4-01 

Horses  and  locomotives  .  .  .  per  car  7-44 


The  number  of  miles  run  by  cars  during  the  year  ending  June 
30,  1890,  amounted  to  65,174,955  miles;  and,  taking  the  mean 
number  of  cars  for  the  year  at  3,723,  the  mileage  run  per  car 
averages  17,506  car-miles  for  the  year,  or  48  miles  per  car  per  day, 
allowing  365  working  days  in  the  year ;  against  44  in  the  year 
1879 — So. 

Taking,  again,  the  average  number  of  horses  for  the  year,  at 
27,390  horses,  or  13,695  pairs;  and  of  locomotives  at  557  ;  these 
give  together  14,252  pairs  of  horses  and  locomotives,  running 
4,573  miles  in  the  year,  per  pair  of  horses  and  per  engine,  or  12-5 
miles  per  day,  against  ii  miles  in  the  year  1879 — So.  A  slight 
abatement  in  the  average  is  due  on  account  of  one-horse  cars 
employed. 

The  gross  receipts  for  the  year  ending  June  30,  1890,  amounted 
to  p^3, 2 14,743,  and  the  expenses  to  ^2,402,800,  or  75  per 
cent.,  leaving  the  net  receipts  ;,^8i  1,943.  Taking  the  capital 
expenditure  for  the  year  on  lines  and  works  open  at  ;^io,327,5i7, 
the  proportions  of  earnings  and  expenses  are  as  follows.  The 
proportions  for  the  year  to  June  30,  1880,  are  added  for  com¬ 
parison  : — 


Year  to  June  30,  1890. 

Year  to 

June  30,  1880. 

Gross  receipts 

31-1  per  cent,  of  capital  expenditure 

26-9  per  cent. 

Expenses 

23*3 

22-3  „ 

Net  receipts  . 

1  00 

1 

46  ,, 

26 


STATISTICS  OF  TRAMWAYS. 


In  Table  No.  i,  annexed,  are  given  in  summary  the  capital  cost, 
receipts,  expenses,  and  working  stock  of  tramways  in  the  United 
Kingdom  for  the  years  ending  June  30,  1878,  1882,  1884,  1886, 
1888,  1889,  and  1890. 

In  Table  2  are  given,  for  each  tramway,  the  capital  expenditure, 
and  the  lengths  authorised  and  open  at  June  30,  1890. 

In  Table  3  are  given  the  receipts,  working  expenditure,  and  stock 
of  horses,  locomotives,  and  cars  for  each  tramway,  at  June  30, 
1890,  with  number  of  passengers,  and  car-miles  run. 

The  contents  of  these  three  tables  are  derived  from  the  Tra;n- 
ways  Return^  1890. 

In  Table  4  is  given  the  working  expenditure  on  the  whole  of 
the  tramways  of  the  United  Kingdom,  for  the  year  ending  June 
30,  1890,  abstracted  from  Table  3,  with  the  percentage  proportions 
in  parts  of  the  total  expenditure.  The  corresponding  expenditure 
for  the  year  ending  June  30,  1880,  are  added  for  comparison. 


GENERAL  STATISTICS, 


27 


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Similar  particulars  for  the  3'ears  ending  30th  June,  1891,  1892,  1893,  will  be  found  in  Appendix  B  (p.  728). 


Table  No.  2.— Capital  Expenditure,  and  Lengths  of  Tramways  authorised  and  open 

IN  the  United  Kingdom,  at  June  30,  1890. 

ENGLAND  AND  WALES. 


28 


STATISTICS  OF  TRAMWAYS. 


A  ^  in 

c 

r'H. 

CV 

VO 

VO 

0 

0- 

VO 

to 

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to 

rr 

VO 

M 

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to 

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c 

0 

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M 

0 

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to 

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to 

to 

to 

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0 

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to 

0. 

p>. 

to 

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to 

to 

d“ 

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cv 

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to 

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to 

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GENERA L  S TA  TJSTICS 


29 


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r>. 

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t-x. 

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Table  No.  2. — ENGLAND  AND  WALES  {continued). 


30 


STATISTICS  OF  TRAMWAYS. 


-4 

CM 

CM 

0 

0 

0 

c 

'G'o 

N 

MD 

fO 

CM 

4-A 

• 

• 

0 

H 

d 

■+ 

M 

to 

to 

CM 

NO 

CM 

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0) 

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0 

0 

00 

NO 

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to 

<0 

<0 

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y 

0 

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VO 

rO 

, 

c  c 

• 

* 

• 

• 

m. 

3 

fO 

M 

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to 

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00 

N 

0 

4  r^ 

r>* 

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NO 

to 

fO 

iio  d 

'u 

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M 

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<0 

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to 

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M 

d  c 

• 

• 

• 

• 

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Q 

a 

0 

0 

0 

0 

0 

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0 

0 

00 

0 

rN. 

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0 

00 

0 

CN 

to 

0 

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VO 

rn 

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0 

H 

a 

M 

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to 

to 

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fn 

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to 

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to 

to 

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to 

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: 

: 

.  ON 

.  CM 

ui  sb^aoM 

‘ 

cC 

pUB  SOUIJ  UQ 

Q 

a 

a 

b/) 

c 

rj 


0) 

d 

fl 


dJS  ^ 

St  s. 

™  >  O 


^3 


ON 

to 

10 

to 

0 

M 

w 

rn 

to 

• 

0 

• 

to 

•  • 

m 

rC 

rC 

• 

to 

• 

cT 

•  * 

to 

CO 

rJ- 

O 

O 

o' 

o 


o 

o 

o 


GO 

o 


d 

c 

d 

a 

Ur 


O 

o 

a 

rj 


a; 

bi3 

d 

d 

bJ5 


U  *-  r 

o 

^  u 

O  0) 

d  3 


d 


0^ 


O  Oi 

_ a 

cd  o 

nj  o 

o  d 


O  u 
O  O 

^  j- 

D 

*  ct 


O'— 

d  o 


nJ 

PQ 


o 

o 

d 

u 

rj 

•  d 

c/) 


d 

u 

.s 

% 

c/3 

bo 


4) 

bo 

d 


d 

vd 


^  d 
^  o 

'Sal 

c'2  e’'^^'.OhW 

U  r-(  ^  d  *.0  .  oai’ 

3  ^  o  00  ^  VO  ovo-uPh^- 


^  U 

3 
O 

.5  7) 


# 

d 

a 

V 

w 

•  bo 

3 


(D 

•4-j 

d 

bo 

d 

c 

d 

c/}  #  J 

““ 

-  HiCi 


o 

’C 

c/3 


d 

d 

cT 


0)  ’ 


^  •-'H.'C  ♦  —  — '  —I  ^  ^  rH|C\ 

u  CO  .E  o  .3  C3  >-.00 


> 

u 

1) 


c/>  3  o  ^ 

U  ^  I*-*.  dJ  '  O  Q 

u-^3f03'^3^  • 

G  Q  G  Q  Q  G  M 


0) 

d  ’-i-  ^  c 

fO_2  d 


Q 

0 

rC  « 

(A  -e 

d 

c 

• 

C/3 

U 

0 

(A 

0  flj 

t/i 

rJ 

> 

c/3 

-C 

r! 

d 

£ 

u 

< 

0 

U 

'H*'  u 

a 

0 

43 

HiCM 

00 

0 

U 

u 

>. 

c  0 

m4  0  2; 
'33  ^ 

c/3 

0 

CJ 

3 

.  “  a 

u 

3 

^  J  d 

CO 

<4>> 

ci 

_o 

^  0 

ffi 

0 

C3 

0 

0 

d 

(j 


o  .i 


0 

0 

.  ... 

0 

CM 

10 

CN 

Ow 

0 

to 

• 

00 

00 

00 

00 

00 

00 

GO 

00 

JN 

00 

ON 

00 

d 

00 

00 

00 

00 

00 

00 

00 

00 

00 

00 

00 

00 

00 

0 

M 

1 

M 

1 

M 

1 

M 

M 

1 

M 

1 

1 

M 

1 

M 

1 

1 

c/3 

1 

ON 

1 

CO 

1 

VO 

to 

1 

1 

0 

1 

M 

1 

r>. 

i 

Tt- 

1 

0 

CO 

1 

CN 

1 

M 

a 

00 

00 

00 

00 

00 

00 

00 

00 

rN 

00 

00 

00 

00 

00 

00 

00 

00 

00 

00 

00 

00 

00 

00 

00 

M 

l-J 

M 

1-^ 

M 

uw 

M 

GEXERAL  STATISTICS 


31 


NH 

NM 

r>H 

Ov 

to 

•>4 

00 

CM 

0 

CO 

O' 

to 

00 

0 

VO 

0 

•:r 

to 

vO 

CM 

CM 

; 

<0 

CO 

. 

VO 

CM 

to 

, 

vu 

CM 

0 

0 

-f 

CM 

CM 

CO 

O" 

• 

GO 

M 

• 

00 

0 

M 

* 

to 

M 

CM 

CM 

rO 

VO 

0 

<0 

fO 

CM 

GO 

M 

CM 

VO 

0 

rv 

r>. 

VO 

CM 

M 

<■0 

to 

. 

CO 

iTi 

CM 

. 

0“ 

. 

CM 

VO 

CM 

. 

VO 

fO 

0 

M 

0 

0 

Cv 

rO 

M 

CM 

CM 

CO 

• 

M 

• 

0 

0 

H 

• 

CO 

M 

0 

vO 

CO 

vO 

00 

to 

CO 

to 

CO 

CM 

H 

to 

M 

0 

vu 

to 

-r 

to 

to 

CM 

- 

C^ 

CM 

. 

H 

CO 

CM 

c>» 

M 

M 

0 

0 

0 

M 

c 

0 

0 

VO 

• 

0 

• 

oc 

0 

0 

CO 

♦H 

)H 

CM 

GO 

M 

M 

r^ 

M 

to 

VO 

Cv 

00 

0 

CO 

CO 

r>. 

O* 

O" 

0 

0 

0 

0 

!>. 

VO 

to 

rn 

VO 

CM 

VO 

<0 

CO 

C-N. 

CO 

0 

CM 

to 

CM 

CM 

VO 

M 

CM 

0 

cc 

0 

•rj- 

to 

<0 

fO 

CO 

M 

•'O 

00 

M 

CO 

CO 

to 

M 

M 

CM 

CM 

CM 

0 

M 

to 

VO 

rO 

cv 

oc 

Cn. 

CO 

CO 

0 

CM 

0 

VO 

CV 

0 

■0 

V«./ 

n~ 

rO 

CM 

VO 

CO 

to 

CM 

o* 

O' 

CM 

CM 

CM 

CM 

VO 

fO 

0 

M 

0 

vO 

ov 

rO 

•O 

to 

CO 

CM 

CO 

H 

0 

M 

CO 

0 

M 

H 

CM 

CO 

CM 

H 

CM 

0 

0 

0 

CO 

CM 

CO 

to 

to 

c>v 

CM 

M 

•o 

0 

M 

VO 

to 

T 

to 

vO 

0 

1 

1 

CM 

CM 

CO 

CM 

to 

00 

CM 

tN. 

CO 

M 

M 

0 

0 

M 

0 

0 

0 

VO 

CM 

CM 

0 

0 

rH 

0 

21 

0 

M 

■ 

0 

1'-. 

0 

ro 

c 

00 

0 

to 

r>^ 

CM 

to 

CO 

to 

OV 

OV 

OV 

CM 

0 

0 

10 

r*>. 

0 

to 

CM 

Ov 

to 

CO 

O" 

CM 

CO 

r>* 

0 

VO 

VO 

00 

M 

CM 

to 

VO 

0 

to 

• 

CO 

CM 

CM 

OV 

M 

VO 

CM 

CM 

CM 

to 

to 

VO 

C^ 

0 

M 

to 

r*^ 

-1- 

VO 

• 

VO 

•O 

VO 

CM 

CM 

r's. 

to 

to 

0 

CO 

*0 

M 

00 

to 

0 

rO 

<0 

CO 

0 

rO 

M 

CM 

CM 

CO 

CM 

♦H 

H 

0 

VO 

M 

CO 

IH 

M 

M 

CO 

10 

VO 

w 

O’. 

'w/ 

Ov 

-3 

-P 

vM 

to 

0 

00 

r>s, 

OV 

l'^ 

VO 

00 

M 

OV 

00 

cc  : 

l''^ 

• 

0“ 

Ov 

* 

* 

I  * 

:  0 

VO 

VO  :  : 

VO 

M 

CM 

• 

• 

.  • 

to 

to 

Tf- 

M 

CM 

00 

to 

CvT 

"-r 

•rt" 

to 

0 

0^ 

C>^ 

ov 

:  co^ 

CM 

OC 

cc 

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CO 

0 

CO 

c^  : 

CO 

O" 

vo^ 

M 

^.M 

00 

vN 

CM 

~T 

OV 

:  to 

to 

c 

'V 

CM 

M 

0^ 

to 

ov 

to 

o' 

H 

: 

0 

0 

0^ 

vo'' 

given. 

Q 

0 

w 

vv 

0 

CO 

, .  ^ 

M-/ 

CO 

0 

■  0-  </) 

0 

0 

<0 

VO 

00 

CM 

0 

0 

O" 

CO 

<0v 

VO 

ov  0 

r^co 

VO 

0^ 

* 

:  GO 

CO 

CO 

0 

M  t 

VO 

CM 

:  0 

00 

1 

0  C/i 

OvvO 

OV 

• 

rO 

CM 

CO 

”*■ 

M 

rj- 

’  CM 

’u 

00 

•'t' 

0 

*'  j 

c 

to 

1 

\  00 

: 

• 

03 

cO 

to 

0 

(/} 


to 

CO 

to 

cm"' 

0 

to 

cc^ 

<0 

: 

0 

O' 

O" 

vo 

ov 

c>. 

.0^ 

M 

to 

VD 

vo 

: 

CV 

CM 

N 

0 

r>. 

CO 

c> 

: 

M 

OV 

CM 

0 

tH 

CO 

Ov 

CM 

:  ; 

Ov 

00 

qv 

dv 

ov 

O" 

M 

dv 

0 

; 

Detail 

VO 

CM 

to 

0 

. 

. 

.  OV 

■r^ 

CO 

vo 

, 

to 

• 

•  CO 

VO 

• 

. 

CM 

• 

• 

to 

• 

• 

• 

M 

• 

CO 

s 

• 

* 

* 

to 

• 

CO 

* 

f 

r>s 

0 

OV 

CM 

0 

0 

vo 

0 

r>^ 

to 

p>. 

CM 

0 

fv. 

0 

CM 

0 

to 

C>s 

CO 

VO 

to 

vo 

0 

ov 

CM 

to 

VO 

VO 

0 

VO 

CO 

CM 

to 

.  CO 

GO 

0 

to 

• 

►- 

VO 

0 

• 

CM 

VO 

♦  to 

M 

CM 

CM 

• 

to 

0 

to 

<d 

•  CM 

to 

M 

CM 

• 

CO 

CM 

• 

rC 

00" 

cc' 

cT 

cC 

1 

t-H 

CO 

to 

CM 

VO 

ov 

CO 

M 

OP 

Cv 

ov 

00 

CM 

M 

• 

' 

■if- 

'O 

♦ 

• 

66 

0 

C 

c 

u 

t£ 

0 

■4-i 

0 

p 

P 

0 

O 

U 

n3 


••"£/)  .  M 

J  -lOJ—  W  HH 

;*  o-S  ?^-=« 


(/) 


(/) 


i/J 

s 

d  ^ 


c 

o 


c'a3  c  -55  c 
v'~  ^ 

—  ^  a,  Micu  u 

ri  r^P  T^P  rol^ 

ffi  1!  rd  Ld  uJ 


^  O  «  cSS 
^  -*j  c 


>» 

c 

03 

a 


c 

o 


c  ^  £  Hoj  o  ®  ^  ^  c 

—  bo  S  00  -i:;--'  0--  fc---  .  ,•- 


^  HIM-  U  „  _ 

«  00  tn  ^  di 

cu 


,-  c^  *  *"  O  ■  ^  o’’  1^ 

Hl«^  _CH  ,  hjCfHiCjU  rHiCi,  -.  l-flCT  ni  HlOi 

C  00  ■ _ '00  LJ  00  J-. 


rt 

CJ 1^ 


00  ^  CO 
— 'c  -w  J2  *5  J2  -w  «  jj 
n3  ^  ^  o;  . 

L J  J  .J  J 


# 

.  w  .ii 

.5^ 

t/3 

C  VD  C 

o  ^j'o 
u  ^  u 
P  rO  P 

1j  13 


o3 

i-H 

O 

Oi 

•n  “’ 

C/5  U  C 

c 

O  H|C« 
O  OG 


w  . 
c 


}h 

(U 

•  •  ^ 

.  a 

t/5  P  .— 

•  • .  a  ^  .n 

*  r^ld 

^  c  00  c  >  4.: 

'53.0. 

ccii'acti'O  3 

^  o§  ^gQ 

lJ  J  uJ 


i'>. 

O' 

‘  c; 

« •  j 

O' 

CO 

CM 

ON 

to 

CM 

ON 

uO 

,, 

00 

CO 

00 

CO 

00 

r>. 

00 

CO 

ov 

Ov 

00 

00 

CO 

00 

00 

Ov 

00 

00 

Ov 

GO 

GO 

00 

00 

CO 

00 

00 

00 

00 

00 

00 

CO 

00 

CO 

00 

CO 

CO 

GO 

GO 

CO 

00 

00 

CO 

H 

1 

M 

1 

H 

1 

M 

1 

M 

1 

M 

1 

M 

1 

M 

1 

M 

1 

1 

M 

1 

M 

1 

H 

1 

M 

1 

IH 

M 

1 

M 

M 

1 

M 

1 

M 

1 

H 

1 

1 

OV 

1 

vo 

1 

CO 

1 

N 

1 

0 

1 

CM 

1 

Ov 

1 

CO 

1 

Ov 

1 

1 

OV 

1 

M 

1 

Ov 

1 

CO 

M 

1 

M 

00 

1 

0 

1 

Ov 

1 

CM 

1 

CM 

CO 

CO 

00 

Cf) 

r>H 

00 

CO 

00 

r>» 

00 

00 

00 

vO 

00 

VO 

00 

00 

GO 

CO 

CO 

CO 

00 

00 

CO 

00 

CO 

GO 

GO 

CO 

00 

00 

00 

00 

GO 

CO 

00 

00 

00 

Table  No.  2. — KNGLANIJ  AND  WALES  {contmued). 


32 


S2'A77STICS  OF  TFAMPFAYS. 


. 

J  0  O'  0 

CO 

0 

0 

0 

CO 

0 

rd 

VO 

CM 

10 

c^O 

; 

M 

VO 

CM 

0 

J3  ro  m  00 

CM 

CM 

M 

r^ 

M 

* 

M 

M 

•S“ 

c 

H 

C  M  CM  CM 

0 

_a  CM  m 

VO 

-h 

0 

-r 

Tr  ai 

\o  m  . 

rO 

VO 

VO 

VO 

CM 

CO 

c 

c  .c 

3  rj“  ro  O' 

CM 

M 

0 

CO 

M 

0 

CO 

0 

3  0  - 

VO 

CM 

VO 

CM 

0 

rO  q3 

0 

CM 

VO 

CM 

. 

M 

VO 

'd 

3  C 

• 

• 

0  ;:z 

C  30  M  00 

0 

0 

0 

0 

rj- 

0 

M 

0 

G 

C  CM  M 

, 

1. 

7 

9 

0 

2 

M 

0 

0 

VO 

rr 

VO 

a 

r>. 

0 

CM  - 

0 

VO 

rO 

VO 

VO 

M 

0 

CM 

■4— » 

0 

r,;  I/O  0  0 

CM 

CM 

M 

<0 

M 

M 

0 

M 

'S- 

bi} 

c 

3  ^  CM  fO 

M 

0  . 

—  -f  CM  r>.  iTi 

M- 

VO 

M- 

0 

VO 

Cv 

0“ 

0 

ngl 

line, 

C*  to  ^  VO 

0  <-0  CM  CO 

rO 

CM 

vb 

M 

VO 

0 

’O 

ro 

VO 

00 

0 

TT 

M 

c-O 

VO 

0 

'O 

CO 

i  ? 

in 

0 

0 

VO 

CM 

0 

lO 

O* 

CM 

'  0 

0 

< 

0 

3  C 

cl 

6 

3 

6 

4 

CM 

VO 

CM 

M 

VO 

VO 

VO 

3  0  ►-»  0 

0 

0 

0 

0 

0 

0 

0 

M 

0 

Q 

r-  CM  M 

“T  ^  Kl 

i'>. 

0 

0 

CO 

0  0 

to 

00 

c> 

0 

• 

\o 

M 

0 

0 

VO 

VO  >0 

”t* 

<0 

VO 

0 

rj 

M  GO 

VO 

0 

0 

CO 

r>N  O' 

OC 

M 

rn 

0 

ro  ^  0 

rr 

M 

c> 

CO  0 

• 

M 

VO 

VO 

0 

^  ro  VO  CM 

M 

M 

M 

o> 

VO  CO 

M 

CO 

M 

VO 

H 

<rO  HI 

0 

0 

CM 

0 

— 

0 

0 

•saupung 

,  .  0 

0 

r>-» 

O' 

0 

• 

0 

:  :  <^  : 

1 

VO 

• 

CM 

:  CO 

VO 

CM 

VO 

rP 

•Aai?:^u^iu 

o'  w  io 

«o 

0 

VO 

CM 

0 

O'- 

<0 

CG 

VO  0 

VO 

M 

VO 

r>. 

0  • 

00 

0 

0 

i 

CM 

CO 

M 

CM  G>. 

: 

00^ 

VO 

VO 

10 

pun  iBSaq" 

^  O'  rn  <0 

fO 

«o 

M 

CO 

0  0 

r>. 

*0 

0 

0 

0 

0  rt 

0 

0 

M 

C 

VO 

0 

c 

:  : 

^10  o^ 

CM 

M 

: 

1 

VO 

M 

• 

*  00" 

: 

00 

0^ 

cm"* 

CM  VO 

a; 

c 

•S0Ulx>U9  0Ai; 
-01U030[  UQ 

N?  :  i  :  : 

0 

CM*' 

i 

:  • 

: 

0 

VO 

CM 

"S, 

c/5 

<0  M 

0 

0 

0 

0 

0 

-  <L» 

ro 

00 

00 

M 

VO 

0“ 

0 

u 

S’  in 

b 

^  ''O  11 

^  0"  VO 

VO 

1 

CO 

t  ^ 

*  M 

: 

VO 

OC 

CM*' 

M 

uoi:)anj;suoo 

CO 

JO  0SJnoo 

^  :  i  : 

VO 

0 

; 

UIS’JfJOM 

• 

• 

• 

• 

• 

pu-R  ssuiy  uo 

0^  0 

0 

VO 

0 

t'-  0 

VO 

0 

0 

CO  lO 

M 

CO 

0 

0  0 

Ln. 

0 

On 

ine<? 

and 

ork 

pen 

vO  0  N  _ 

S5 A  : 

VO 

0 

VO^ 

M 

VO^ 

0 

M 

M 

CO  O*' 

: 

00" 

vq 

•A~ 

0^ 

VO 

M  0  <N 

M 

M 

CO 

MO  oi 

M 

CO 

—  iS  0 

rO  CM  »H 

•  =5^  •  §  c  • 

rd 

• 

• 

03 

• 

•M 

in 

nb 

c 

a 

ai 

tj  2  E? 

0  GJ  0  K» 

0 

a>  ^  5 

•  7*  '“  • 

•2  ft  ^  J9 

be  d  'd 

u 

0 

•M 

O) 

66 

G  S 

• 

• 

u 

rt 

0 

P3 

0 

C 

io 

1 

«/5 

3 

£4 

u 

• 

G 

tij 

U 

0 

•—> 

0 

0 

£ 

c3 

u 

gauge. 

TJ's  0 
.3  w  ni 

C  "TJ  aj  ai 

reet 

IS. 

r  Ca 
rs  Co 
ins. 
r  Cor 

s. 

r,  Mi 
rict* 

• 

ins. 

d 

-f  • 

c; 

0 

.  0 

in  'rA 

</) 

t/5  G 

in 

upon 

ion 

rt 

•3-i 

V? 

3 

3 

0 

s. 

agnel 

h4 

.-3 

in  **-» 
3  Cj 

in 

-4^ 

c/) 

3 

0  . 

0 

D 

f  s 

CZ 

rt  aj 

rH  Cfl  TO  ^ 

'O'C  U 

(U  0  -wfH 

rd  ^ 

^  p  ^ 

^.30  0  C  0  M-» 

coo  « 

e'+-  c  /-  c'*-  c  c 
0  '^■'5  d 

•  M  Q 

VO^ 

•  to 

cO*^ 

•n 

ton 

rtW-2  • " 

CO  C  Hlcr  w 

0^0 

bTJ.d^  rtrfwd  ^.5P-i 

^  TO  ftie  0  0  -o  4-1 

xJ-S  /J  0  aj  ft^J  ft  0 

—  dVr  >  0  ^><4-  >•- 

C3  r  \  K*V- 

rt“JD'c3*(ljW  iDro0^04-> 

3  ft.  6  i 
ewion  He 
4  ft.  8.3  in 
orthanipt 
3  ft.  6  ins 

j  ^  b?  S 

VH 

7: 

/?: 

v> 

0  <0  CM  C 

CM 

l'>v 

0 

-P 

CO 

-T- 

OC 

0 

CO 

L ,  • 

00  00  00  0 

00 

00 

00 

cc 

O' 

CO 

rv. 

cx: 

00  00  00  00 

CO 

aj 

00 

00 

GO 

00 

00 

00 

00 

00 

'fi 

^  r  a 

•-I  •-•  MM 

■M 

M 

M 

M 

M 

M 

M 

M 

M 

b  0 
rt  u  S 
<a  •-  ?  rt 

i  '  II 

0  r>.  lo  VO 

1 

fO 

1 

VO 

1 

00 

1 

CO 

1 

rv. 

1 

On 

1 

•0 

1 

1 

00 

1 

0 

Si 

rd  d 

00 

r>. 

00 

r>. 

r>>. 

oO 

r>> 

00 

L>. 

00 

1 

& 

00  00  00  00 

00 

00 

CO 

OC 

OC' 

00 

00 

00 

GO 

GO 

GENERAL  STATISTICS. 


33 


fO 

CO 

VO 

o 

o 

ON 

CM 

o 

M 

o 

VO 

O 

VO 

m 

rf 

• 

CM 

. 

1 

CO 

VO 

CO 

CM 

CO 

O 

M 

CM 

o 

• 

00 

P” 

• 

1 

H 

CO 

M 

CM 

00 

CO 

Ov 

M 

H 

M 

in 

M 

O 

o 

-t* 

o 

CM 

CO 

VO 

Gv  H 

rt- 

VO 

O 

CM 

o 

CM 

VO 

• 

VO 

• 

""  1 

m 

m 

M 

M 

CM 

Tf 

H 

VO 

fn 

• 

rO 

• 

1 

H 

CM 

M 

lO  HI 

H 

Th 

00 

o 

H 

00 

r>s 

VO 

o 

m 

CM 

CM 

M 

M 

VO 

O 

in 

. 

. 

H 

m 

1 

CM 

VO 

VO 

VO 

• 

M 

M 

CM 

VO 

CO 

o 

o 

CO 

H 

o 

o 

o 

o 

o 

o 

ON 

O' 

Ov 

r>* 

VO 

M 

o 

H 

CO 

CM 

O 

o 

in 

M  M 

OO 

o 

CO 

H 

VO 

in 

LO 

1 

VO 

CM 

M 

CM 

O 

m 

CM 

o 

o 

00 

CO 

CO 

HI 

1 

CO 

VO 

VO  H 

CM 

ON 

CO 

o 

M 

rr 

CM 

M 

HI 

Ht 

M 

M 

Ov 

O 

o 

CM 

o 

M 

r>s 

O 

O 

tJ- 

CO 

ON 

M  M 

O' 

o 

OO 

CO 

CM 

CO 

CM 

1 

VO 

CO 

m 

M 

in 

m 

H 

00 

CO 

00 

CO 

CO 

M 

VO  HI 

M 

OO 

CO 

in 

o 

M 

M 

O 

VO 

a\ 

o 

VO 

CM 

O 

VO 

o 

ON 

o 

ON 

VO 

in 

m 

CM 

. 

in 

CO 

. 

'ID 

! 

rj- 

M 

• 

in 

CM 

39 

o 

CM 

CO 

H 

O 

o 

M 

o 

o 

H 

o 

o 

M 

<J 

o 

o 

'O 

OO 

o 

oc 

m 

m 

vO  OO 

OO 

O' 

m 

VO 

m 

o 

c>. 

o 

o 

m 

CM 

CM 

00 

C3N 

HI 

VO 

CO 

CO  CO  O  M 

CM 

VO 

in 

HI 

*n 

Tj- 

M 

VO 

m  M 

m 

M 

HI  ^  m  o 

CO 

O 

oT 

cC 

o 

• 

CO 

(>r 

ON 

M 

1  ^ 

O' 

vo"^  cm' 

CO 

m 

vcT 

o  O 

00 

M 

in 

in 

'  Ti- 

m 

CM 

CM 

in 

CM 

OV  Hi  OvqO 

M 

CO 

H 

HI 

H 

•-I 

” 

CO 

M 

CM 

o 

o 

CM 

c:^ 

VO 

• 

• 

O" 

Cv 

• 

CM 

CM 

o 

1  00 

• 

. 

VO 

"Tf 

O 

• 

•  • 

CM 

• 

• 

CM 

CO 

• 

1 

• 

•  • 

GO 

CO 

M 

• 

•  • 

CO 

CO 

M 

M 

CM 

CM 

•rr 

CO 

I'-v 

o 

in 

o 

'd 

•  no 

m 

CO 

OO 

CM 

CO 

CM 

o 

(D 

-!i  .ij  h  0 

CO 

CM 

OO 

CO 

VO 

• 

CM 

CM 

• 

C>N 

• 

m 

1 

/b  «  nj 

P  -4^ 

• 

•  M 

H 

m 

• 

•  T 

:  CM 

CO 

Tt* 

VO 

• 

cT 

cT 

■ 

■ 

cT 

'ft 

ft 

■ 

■ 

hT 

CO 

* 

■  oo" 

o 

VO 

o 

o 

o 

VO 

o 

o 

o 

o 

CO 

in 

o 

VO 

in 

CM 

ON 

o 

VO 

o 

o 

CM 

m 

VO 

O 

• 

• 

CM 

CM 

O 

: 

•  • 

CO 

rr 

CO 

:  c 

I  CM 

tC 

o 

’ 

c> 

• 

* 

CM 

1  H 

* 

•  • 

H 

CM 

M 

*  VO 

■  c? 

VO 

4-> 

O 

o 

O 

Q 

o 

O' 

Ht 

o 

O 

m 

• 

* 

cv 

Ov 

• 

1 

• 

1  : 

• 

•  • 

• 

00 

VO 

•s 

1 

M 

CO 

cj 

00 

m 

M 

CO 

CJ 

o 

GV 

O 

o 

c/3 

o 

m 

o 

CO 

o 

M 

CO 

CO 

-r 

m 

* 

CM 

rj- 

• 

• 

o 

• 

d 

1  : 

• 

•  • 

VO 

• 

• 

;  <n 

:vo 

Hj- 

CM 

• 

M 

• 

• 

CO 

• 

-t-i 

CU 

1 

• 

•  • 

• 

• 

M 

CM 

•  rh 

HI 

M 

Q 

A  c'o 

O 


Qj 


t--. 

r>v 

o 

m 

m 

t>x 

ON 

OO 

m 

HI 

O 

o 

o 

ON 

VO 

VO 

CM 

ON 

CJN 

OO 

m 

OO 

Tf 

CM 

o 

HI 

CM 

o 

CM 

CnT 

in 

• 

rC 

vo" 

• 

«  1 

H 

OO 

o 

00 

m  ' 

Tt- 

•  • 

• 

• 

“ 

,  *  • 

NO  >o 

NO 

NO 

CO 

<”<> 

o 

o 

OO 

o 

CO 

O  oo 

VO 

in  *H 

M 

VO 

H 

moo 

ON 

VO  cm" 

s 

00 

ON 

o 

•  CD  M 

m 

CM 

HI 

CO 

H 

ON 

CDN  m 

H 


c: 


o 
P  , 


* 
c 
o 
»t3 

0-5 

M  CO  ^  CO 


Ih^  U 

O  O 

!?: 


<D 

C 

H  • 

oO  -»^ 

o 

^'S 

:aQ 

rP  P' 

V  ^ 

s  a 


0) 

u 

13 

c/3 

u 

4-a 

jc/5 


}-■ 

<D  ^ 

n3  . 
C 

?( 

P 

o 


}-• 

o 

fe: 


Q 

C  c/3  c/; 

%.B< 

'g)3!?s' 

-.9  rt 

o 

^  O 


a, 

Lh 

O 

U 

.'S) 

^  -1  3 
^  n  o 


da 


O 


P  • 

^Qom-^u 

^  ^  Hl03- - 

«Ai  coo^ 
9  ^  9  ->j  ■ 
Hi 


66 


P 

O 

<D 

P 

O 


c/3 


.C/} 

5l2  ^  o  Hi« 

.5^ 


p 

p 

o 

66 


^'66 

O 

o| 

•CQ  ^ 

c/3 

•S^  - 


■ 

•2  c  9 


.\o  o 


CTj 


D  MD  3 
O  .  O 

^  ..^'^  gii  6- 
O  O  Qj  Cb 


a  •'^■i  C  ni 

(n,oo  'tS  *0003 

C  '’I-  Sf -iJ  ° 

octi  a  bi'ZA 

U  CO  -9  Q 

§> 

Qj  Cb 


0 

0 

. 

'T 

H|«  +J 

ON  3 

.  O 

9 

t-> 

o 

Cb 


CO 


o 

s/  2  cj  • 

ca  a  o  • 

.  »-•  X  c/3 

C/3  O  rt 

.9Uo3-  . 
^  P  >  ,*->  c 


# 

13 


2  Q 

Cj 


fi 

P 

O 


•Td 

P 


P 

o 

<«-> 

d 

o 

;  a 


p 

o 

4-> 

d 

u 

O 

Q. 

u 


u  V)  O 


2.9  o  cu  S 

0  ’-'lil'd  HOi 

r-  OO  rpj  GO  OO 


Ti-  £  pH  0  Tt-  q  '*■ 


Cb 


ai  ad  rf)  (/) 


rn 


rx 

o 

NO 

t>l. 

m 

o 

CO 

u 

m 

oo 

CN 

OO 

OO 

oo 

CN 

OO 

oo 

o 

oo 

oo 

OO 

OO 

oo 

oo 

00 

oo 

CO 

CO 

HI 

1 

H 

1 

HI 

1 

M 

1 

H 

1 

H 

1 

M 

1 

H 

1 

M 

1 

M 

1 

1 

o 

1 

O' 

1 

C?N 

1 

(DN 

1 

oo 

1 

ON 

1 

00 

1 

ON 

1 

CM 

1 

o 

r>- 

VO 

OO 

>N 

r>> 

OO 

oo 

OO 

CO 

00 

00 

00 

00 

CO 

oo 

oo 

Mi4 

t-4 

M 

M 

M 

M 

ON 

oo 

NU 

\ 

u 

>0 

<■0 

oo 

CO 

oo 

OO 

CDN 

oo 

CO 

oo 

oo 

OO 

OO 

CO 

00 

00 

oo 

00 

H 

1 

IH 

1 

H 

1 

M 

1 

HI 

1 

1 

HI 

1 

H 

1 

1 

CM 

1 

1 

o 

1 

oo 

1 

OO 

1 

CM 

1 

CDN 

1 

in 

CM 

CO 

r>% 

OO 

CO 

GO 

OO 

M 

oo 

M 

00 

M 

00 

M 

CO 

M 

oo 

00 

Table  No.  2. — ENGLAND  AND  WALES  {continued). 


34 


STATISTICS  OF  TRAMWAYS. 


G 

O 

O 


bjO 

c 

o 

h-] 


-G  XT) 

rO 

0 

CM 

CM 

CO 

►H 

CM 

VO 

CO 

VO 

ON 

G 

CJ  CM 

• 

XT) 

VO 

CM 

CM 

CO 

• 

0 

G  <N 

xn 

0 

CM 

CJ 

CM 

G" 

CM 

VO 

CO 

CM 

VO 

H 

G 

M 

CM 

0 

rG  00 

CO 

0 

ON 

00 

O' 

00 

CO 

<M 

M 

CM 

00 

fc/i 

• 

CO 

O" 

rr 

VO 

VO 

G" 

CM 

H 

CM 

CM 

c  c 

d 

10 

• 

0 

VO 

M 

CM 

CO 

N 

VO 

M 

H 

H 

ITj- 

G 

H 

0 

2 

0^ 

CO 

O" 

CO 

ON 

CM 

-i- 

ON 

CM 

rQ  (U 

CJ  CM 

• 

• 

CM 

CM 

VO 

VO 

CO 

VO 

M 

3  0 

• 

0  •- 

r-  0 

0 

00 

0 

0 

ON 

M 

0 

H 

CM 

0 

Q 

• 

pG  10 

0 

00 

CM 

CM 

00 

VO 

CM 

O" 

M 

VO 

0 

ON 

G 

CJ  CM 

CO 

VO 

r>. 

VO 

CM 

VO 

CO 

•rt- 

C^ 

CO 

0 

G  CM 

VO 

G 

0 

CM 

VO 

VO 

VO 

00 

CO 

CM 

VO 

H 

tH 

CM 

0 

-C  00 

CM 

00 

0 

ON 

CO 

ON 

0 

CM 

0 

CO 

CM 

VO 

bxi  0 

CJ 

10 

•0 

CO 

G“ 

CO 

r». 

CM 

CM 

CM 

CM 

G" 

CM 

.a  -2 

G 

10 

H 

0 

G" 

VO 

G" 

G“ 

VO 

CO 

VO 

H 

H 

M 

B 

H 

(D 

• 

f— ^  • 

pG 

00 

OV 

ON 

CO 

0 

VO 

0 

•H- 

GO 

CO 

VO 

CM 

CJ  CM 

CM 

CM 

CM 

CM 

CO 

VO 

G" 

CM 

CM 

s.s 

d  0 

0 

0 

0 

00 

0 

M 

0 

CM 

0 

IH 

CO 

H 

•e 

n  ^ 

E 

, 

H 

'  ' 

M 

CO 

0 

M- 

ON 

rr 

ON 

VO 

VO 

\o 

0 

CO 

lO 

ro 

0 

G* 

M 

0  CO 

0 

0 

M 

0 

VO 

0 

* 

CM 

ON 

10 

CJN 

O'  d- 

ON 

CM 

VO 

CO 

G 

f  ..cd' 
S3  CM 

00 

, 

0 

xn 

00 

ON  cd 

H 

tS 

G" 

CO 

vd 

cS 

00 

•4-> 

• 

CM 

VO 

M 

t''. 

VO 

H 

00 

M 

0 

0 

CO 

CO 

M 

H 

H 

CM 

0 

CM 

On 

t's. 

u« 

CM 

-r 

u 

G 

OV 

0 

00 

00 

-hoo 

00 

G- 

VO 

00 

•ssupung 

fO 

• 

• 

xn, 

CM 

H 

CM  00 

0 

• 

CO 

On 

• 

00 

d' 

• 

CO 

M 

tH 

CM*' 

• 

cT 

• 

vd 

CM 

M 

•AjK^uaiu 

0 

0 

CM 

0 

VO 

On  ^ 

CO  0 

VO 

00 

VO 

VO 

00 

0 

M4 

VO 

CO 

VO 

00 

M 

S3  : 

• 

• 

0 

VO 

r>*  H 

0 

0 

G- 

M 

0 

• 

CO 

♦ 

• 

M 

— h 

ON 

rC 

• 

cT 

pUB  [TjS35[ 

CO 

M 

• 

0 

0 

0 

0 

0 

0 

»H 

ON 

VO 

h-( 

o\ 

0 

VO 

G" 

VO 

CM 

ON 

00 

VO 

rO 

CO 

C  u 

• 

VO 

• 

0 

CO 

CM 

:  G 

VO 

M 

M 

VO 

• 

CM 

Or1 

S3  : 

G- 

• 

CM*' 

CO 

M 

VO 

H 

cC 

id 

• 

cd 

u 

M 

CO 

0 

CO 

0 

M 

•sauiijua  9AH 

S3  : 

• 

• 

CO 

• 

• 

CM 

-0UI030I  UQ 

CO 

CO 

• 

■ 

c^T 

rG 

b£) 

G 

0) 

V3 

o 

3 


O 

nD 

G 

<u 

o. 

X 

o 


a. 

rtj 

CJ 


OS 


00 


o 

o 

o 


O' 

'O 

lO 

cT 


o 

a^ 


o 

CNJ 

o 


M 

M 

o 


xn 

00 

\n 


♦uononj^suoD 
JO  0SjnoD 
ui  s:5[JOAv 
pUB  S9Up  UQ 


S3 


ro 

CO 


O' 

PH 

0 

0 

00 

00 

VO 

VO 

CM 

00 

0 

GO 

On 

lines 

and 

works 

• 

VO 

VO 

0 

CM 

CO 

M 

r>» 

00 

0 

VO 

VO 

CO 

c 

00 

rf 

0 

CO 

ON 

0 

0 

■rj- 

CO 

(D 

S3  VO 

o' 

cd 

H 

cC  • 

o’ 

M 

O" 

0 

cS 

w 

0 

CM 

H 

r>. 

CM 

CO 

M 

M 

CO 

H-h 

IH 

H 

VO 

M 

00 

•TJ 

G 

o3 

Oj 

& 


o 

a 

ci 


.S  TJ 

o  ^  u 
O  9  O 

03  =1  O 
O 


S 

G  (D 


O 

fci; 


G 

> 

O 

a 

Cu 

G 


CO 

S  « 

W  in 
CO  ^ 

Zj  O  M-i 
G  G  O 
G 


,0* 


O 

O 

u 

4-> 

CO 


o 


G  ::z 

rH 

s  DO  «  o 


o 

U 


to 

<D 


G 

'S  c 

n.5  , 

S°°7oo^o0(-loo  g^oo  (/:  ^ 

J  -  4_>  f— I  .4J  4 


D.”- 


o3 


U5 

"^2 

>•5.2  c 


Oh'-^  d '"  =3  ^  d  d  ^  d  ^  d  ■  ■ 
c/5  ry5  -  -  -  - 


.a 

in 


o 

c/5 


o 

c/5 


c/5  c/5 


T3 

G 

-M 

CO 

rC 

G 

O 

CO 


G 

CO  -*-» 

n3  W 
o 

^t3  _to 

25 

C/5  2 


.  C 

C/5j 

to  ^ 


u 

2 

a 

O 

Q 

.15 

CO  G 
C  G 


> 

O 

O 

N 

G 

•  W 


G 

G 


CO 

(D 

O 

H 


to 

G 

G 

a 

o 

U 


G 

O 


u  v;  ^  CO  G 
•  k.  V  c  ^  G  O  ^■*‘ . 
VO  u  •'-  'Jj  I 

4J  >  00  g  00  o  u 
o  "^-S 

c/5  c/5  r/5 


£  od 


rt 

Ih 

o 

e-  . 

o 

_ ^  w  y  w  t/5 

c  'cd  d  (d 

d  •-  d  •"  «  •'- 

,  ct3  cd  r— iioj  I— 'Id 

^  'j;  00  00  (u  00 

^4)  .0  •  “>  • 

^TdctiddcS  54:2 
c  c  . 


3 

r/5 


r/) 


d-  ^  d- 

C/5 


I-  ,Jd 

rt  o 
pH  > 


U 

G  g  o 

05  ^ 
^  CO 

&  G 


VO 

ON 

CM 

r>. 

0- 

0 

0 

0 

0 

0 

00 

00 

00 

00 

00 

00 

ON 

ON 

On 

On 

00 

00 

CO 

00 

CO 

00 

00 

00 

00 

00 

00 

00 

CO 

CO 

CO 

1 

1 

1 

'm 

1 

H 

1 

M 

I 

IH 

1 

H 

1 

M 

1 

M 

1 

IH 

1 

M 

1 

M 

j 

M 

1 

1 

M 

1 

1 

VO 

1 

M 

1 

ON 

1 

CM 

1 

M 

1 

ON 

1 

0 

1 

ON 

1 

0 

1 

00 

1 

0 

1 

CO 

00 

00 

00 

I'H. 

00 

00 

00 

00 

b4 

00 

00 

00 

00 

00 

00 

00 

00 

00 

00 

00 

00 

GENERAL  STATISTICS, 


35 


vO 

o 

00 

o 

CO 

Ov 

CM 

ON 

o* 

o 

VO 

VO 

tv. 

CM 

VO 

CO 

00 

CM 

CM 

CO 

M 

CM 

VO 

I 

VO 

M 

VO 

VO 

VO 

r>» 

CM 

CM 

p- 

♦O 

CO 

CM 

M 

VO 

GO 

VO 

CM 

M 

CO 

CM 

H 

CO 

CO 

CO 

CO 

CM 

VO 

CO 

00 

CO 

00 

CM 

VO 

VO 

o 

00 

VO 

VO 

0“ 

CO 

Ov 

CM 

oo 

CO 

CO 

CM 

CM 

1 

rj- 

0“ 

CO 

VO 

VO 

CM 

VO 

CM 

VO 

CM 

H 

CM 

o 

CM 

o 

H 

VO 

Tf 

CM 

h*^ 

O 

VO 

CM 

H 

CO 

CM 

CO 

CM 

CM 

CO 

CO 

CO 

CM 

VO 

CM 

H 

CO 

VO 

rh 

•p- 

M 

O 

M 

CO 

p- 

CO 

CO 

1-^ 

o 

M 

CO 

M 

VO 

VO 

CO 

CO 

CO 

P- 

M 

VO 

CO 

VO 

CO 

o 

CO 

o 

o 

CM 

o 

O 

o 

o 

M 

o 

o 

H 

O 

o 

C 

o 

•rf 

CO 

o 

00 

o 

CO 

M 

CM 

CO 

CN 

O’ 

o 

VO 

VO 

CO 

CM 

o 

00 

CO 

M 

p“ 

CM 

CO 

H 

CM 

VO 

CM 

VO 

VO 

CM 

VO 

VO 

CM 

CO 

VO 

CO 

CM 

H 

VO 

CO 

P" 

oo 

CM 

CO 

CO 

CM 

CM 

p* 

CO 

VO 

CO 

CO 

rx» 

w 

ON 

00 

CO 

OO 

CM 

VO 

CM 

VO 

O 

VO 

VO 

VO 

CO 

ON 

t-X 

rx. 

OO 

rh 

VO 

CO 

CM 

CM 

•p" 

CO 

■p" 

CM 

VO 

CM 

VO 

CM 

CO 

o 

CM 

O 

H 

VO 

CM 

CM 

VO 

CM 

H 

CO 

CM 

VO 

CM 

CM 

VO 

CM 

VO 

M 

CM 

ILj 

CM 

H 

VO 

VO 

VO 

Ni- 

"rt 

P- 

O 

H 

Cv 

CO 

CO 

H 

O 

VO 

H 

VO 

VO 

M 

VO 

CO 

CO 

VO 

M 

VO 

CO 

VO 

CO 

o 

CO 

o 

O 

■P- 

CM 

o 

o 

O 

o 

O 

H 

O 

o 

H 

O 

O 

o 

o 

CM 

M 

o 

Ov 

o 

ITJ 

CO 

CO 

GO 

vXj 

VO 

CNJ 

o 

VO 

o 

w 

o 

o 

rx 

CO 

CM 

ON 

CM 

CO 

CM 

oo 

VO 

o 

VO 

O' 

VO 

CO 

H 

VO 

VO 

ON 

M 

CO 

tQ 

■rt“ 

M 

o 

1— > 

VO 

c 

On 

O 

O' 

k- 

VO 

o 

eM 

CO 

H 

H 

p" 

o 

CM 

CO 

VO 

CO 

CO 

H 

OO 

CO 

o 

o 

o 


uu 

o 

C' 


o 

oo 


o 

M  o 

lO 

o' 

(M  H 


<N 

O 

vo" 

rO 


CO 

VO 


CO 


CM 

CO 


ON 

o 


o 

CO 

CO 


O-  CM 

^  VO 
O- 


ro  GO 
CO  ON 

(Jv  Td- 


ON  O 
VO  O 
lO  ON 


CM 

o 

CO 


VO 

oo 

o 

VO 

CM 

ON 

k- 

VO 

ON 

l-x 

O 

CM 

o 

^x 

VO 

vrj 

CM 

O 

O' 

H 

I'x 

VO 

CO 

H 

OV 

M 

kH 

ON 

CO 

CM 

• 

M 

VO 

CO 

cT 

CM 

CO 

CM 

CO 

be 

VO 

M 

•  P 

IS 

VO 

p 

O’ 

Ktj 

CO 

CO 


§  s 

a 

;3 


0“ 


\n 

lO 


CO 

CM 

cT 


CO 

o 

CO 


VO 

CO 

O" 

VO 

CO 

o 

VO 

o 

o 

CO 

VO 

o 

CO 

VO 

O’ 

:  VO 

o 

On 

cT 

CM*' 

cT 

cT 

cT 

o- 

iri' 

CM 


O 

VO 


o 

o 

P 


CM 

m 

lO 


ON 

(N 

CO 


o 

M 

o 


o 

o 

oo 


o 

o 

oo 


o 

u 

u 


o 

ON 


lO 

o" 


lO 

CM 


VO 

CM 


vD 

«o 

CM 


o 

CM 

ON 


o 

o 


ON 

cT 

CM 


VO 

OO 

o 

oo 

o 

CM 

rx. 

VO 

IX. 

VO 

OO 

o 

Cx, 

VO 

CO 

O’ 

CM 

VO 

o 

VO 

o 

o 

CM 

CO 

VO 

oo 

CO 

Cx. 

lO 

CM 

CO 

VO 

O 

tH 

CO 

ON 

CO 

O' 

o 

. 

CO*' 

d\ 

On 

w 

1 

Cx 

cT 

H 

(5 

Cx 

VO 

CO 

VO 

z 

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CM 

CO 

CO 

CM 

CO 

CO 


I  o 

vO 

M 

VO 

CO 

CO 


Pm 

s 


CO 

00 

o" 

VO 

VO 


Pm 

B 

p 

1-1 


CM 

VO 

00^ 

CO 

VO 


o 

O 

lO 


vO 

VO 

rp 

CO 

OO 


w 

I 

o 


tA 

P 


d 

O 

pq 

u 

o 

)  ^ 


Tj 

u 

ci 

o 

PQ 

p 

u 

o 

.k-l 


* 

p 


o 

Pm 


O"". 

‘cp  O 

r2 


-P 
O  P 


o 


PQ 


w  >v  ^  O 

j .5  D.S<^-Si3.S 

)  .  M-J  1  *  O  ij  jj  ij  j_>  jj  O  4^  P  •  ' 

)  ^  C  M-t  >  ^-^  tr,  '-(-I  tn  ^  t/3  ^  - 

.  0)  ^  o  u  oj 


o  _ _ I 

.  ao  u 

JdU  •  9 

.  nj  ^  c 
d 

•S  rt 


i-O 

o 

c/} 


Tj 

P 

rt 


vu  ^  ^  vi./  «H-  ^  w- 

^  ^  ^  ^  ^ 


rt  •  « 
CO*^  W 


tL'^ 


U 


* 

P 

O 

-M 

-  tn  2^  tn 

H«0.E  5  S  C? 

^  oo  JJ  o  S 

HiN^  •  -  .  HN  ■!-> 

oo  U  'I  ■!->  r-*  °0  1-H  OO  li  ^ 

4-3  >  ,4->  >  U 

& 


S'  ^ 

O  ^ 

-I-*  c 

in 

ai 

V2 

'Td  fl 
C  nj 
.  oj  <U 
cn 

■"  C  rrt  S 
^  0^.0 

>  s 

>C41W 


• 

rP 

4-^ 

P 

o 

CA) 

np 


o 

’C 


t/)  rt  ^  CO 

■«  ^.s 

VO  9  VO  O 
CJ  J  4-> 

4-3** M-i  ^ 
C4H  S  M-3  O 

-P  C/3  _ ^  CJ 

CO  O  P  l-< 

OCd  O 


P 

o 

-M 

cn 

D 

O 

o 

*Td 

P 

rt 


a 

p 

1  0  ^ 


p 

o 

a 

i-( 

CO^  CO  p 

^  S-i 


VO 


CO  o  ^ 


CJ 

nP 

P 

P 

To 

p 

W 

T 

4-3 

O 


tx 

•H 

tx 

O' 

<o 

u 

1— ( 

VO 

oO 

OO 

lx 

tx 

OO 

ON 

(O' 

CO 

OO 

CO 

OO 

00 

CO 

CO 

CO 

CO 

M 

1 

►4 

1 

M 

1 

1 

M 

M 

1 

M 

1 

M 

1 

1 

CO 

1 

o 

1 

Tt- 

1 

OO 

OO 

1 

CO 

! 

VO 

1 

ON 

rx 

OO 

tx 

tx 

tx 

CO 

oo 

tx 

OO. 

CO 

CC 

OO 

CO 

oo 

oo 

CO 

t-4 

lO 

CO 


•p" 

oo 


00 

oo 


CO 

CO 


oo 

oo 


o 

oo 

CO 


oo 

CO 


r«>. 

CO 


CM 

CO 

CM 

oo 

CO 

oo 

tx 

CO 

CO 

oo 

oo 

CO 

CO 

CO 

M 

k< 

M 

1 

M 

1 

H 

1 

M 

1 

1 

1 

tx 

1 

o 

M 

1 

CO 

I 

w 

! 

ON 

CO 

CO 

CO 

tx 

tx 

oo 

oo 

oo 

oo 

CO 

k4 

oo 

D  2 


Table  No.  2  [continued], — SCOTLAND. 


STATISTICS  OF  TRAMWAYS 


. 

M  On 

to 

Tj" 

['>.  VO 

0 

0 

CJN 

H 

CM 

i/'i 

»H 

rj- 

M  \0 

rr 

CO 

CM 

M 

CO 

a 

■4~> 

0 

.  ON 

\n  CM 

CO 

H 

0  CM 

CO 

CM 

CM 

CM 

CO 

tJ- 

00 

<D 

H 

c 

^  0 

ON 

CO 

00  CM 

ON 

C''s 

n* 

0 

Q J 

C' 

rp  fO 

VO 

N 

CM 

CO 

VO 

CM 

CO 

03 

■auil  ajSuic; 

u 

. 

M  0 

0 

0  0 

0 

H 

M 

CO 

0 

M 

b/3 

B 

rO  CM 

VO 

M 

0  CO 

00 

CO 

vO 

O' 

HI 

10 

t-q 

»  pP  10 

VO  ^ 

VO 

Tj-  10 

M 

VO 

VO 

•9UIJ  syqnorr 

<j 

.  H 

CO  CM 

CO 

H 

ON  CM 

CM 

0 

0 

0 

CO 

CM 

TII 

M 

CM 

VO 

1  « 

•  CM 

10 

CM 

l>s 

VO 

0 

r>. 

* 

lO 

M 

M 

CO 

CO 

CO 

M 

rP 

CJ 

ON 

lO 

00 

M 

M  CO 

<N 

CM 

CM 

CO 

r-. 

bo 

0 

H 

CO 

00 

s 

H 

P 

<D 

0 

(£0  CM 

ON 

CO 

CO  CO 

O' 

rt- 

00 

CO 

vO 

*0 

t-r 

VO  0 

CM 

CM 

VO 

VO 

VO 

CO 

<U 

CO 

•9uif  gjJSuto; 

u 

• 

w  0 

0 

H  0 

0 

H 

HI 

CM 

0 

CM 

‘u 

CM 

0 

•a 

ro  0 

VO 

M 

M  r?- 

CO 

CM 

VO 

CO 

CO 

HI 

rS  UO 

\D  to 

VO 

VO  o. 

HI 

VO 

rh 

HI 

<1 

•9UIJ  9^qno(j 

.  H 

CO  CO 

CO 

H 

M 

0  CM 

CM 

CM 

0 

0 

0 

VO 

VO 

' 

' 

CM  ON  TT 

00 

10 

CM  10  *H 

CM 

CO 

CO 

0 

00 

ON 

CO  O'  ON 

VO 

CM 

VO  CO  M 

HI 

r>N 

VO 

CO 

CO 

M 

ri-  ro 

0 

00 

00 

CM 

vO 

CM 

On 

ON 

n 

00  VO 

CO 

CM 

d  CJN 

M 

C> 

H 

VO 

vd 

CM  CO 

0 

H 

^  On  CO 

CO 

M 

CM 

H 

CO 

CO 

H 

CO 

CO 

H 

CO 

J-H 

HI 

0 

0 

On 

CO 

r>. 

CM 

00 

VO 

00 

-f 

<-r> 

ON 

M 

0 

CO 

O' 

VO 

CM 

•S9i-ipung 

»  ^ 

:  r/> 

CO 

•  •  HI 

• 

VO 

VO 

0 

S5 

•-r 

*  ’  CO 

' 

M 

• 

CO 

rf 

ctJ 

CM 

CO 

4-> 

•Aj'Byuatu 

•/-. 

0  <u 

r>. 

M 

ON  r>. 

vO 

0 

NO 

00 

CM 

-T'-rt 

0 

0 

VO  C'N 

10 

HI 

CM 

— r 

-Biiauj 

10 

CM 

00 

0 

VO 

;  -  <0 

M  CO 

CvT 

ON  *  CO 

CM 

cT 

CO 

vd 

pUH  JHS9q; 

0 

C3 

CM 

VO 

M 

a; 

CO 

ON 

C'>. 

0  vO 

0 

VO 

0 

0 

00 

C  S2 

VO 

VO 

ro  M 

CO 

ON 

VO 

VO 

HI 

C 

:  VO  lo 

• 

ON 

HI 

0 

0 

0 

0  ^ 

■  cT  (3. 

cm" 

• 

CO 

M 

« 

dJ 

u 

a 

3 

IH 

CM 

VO 

CM  CO 

ON 

•S9UtSu9  9Ai; 

S5  : 

00  ^ 

:  00  0 

. 

. 

*  •  • 

, 

. 

• 

• 

VO 

00 

‘B. 

-OUIODOy  UQ 

10  G 
c 

• 

• 

•  •  • 

• 

• 

• 

• 

vd 

M 

W 

ct 

u 

1 

CO 

CM 

0  (J 

i/*) 

r^N. 

VO 

0 

00 

10 

t'x 

0 

CM 

0 

VO 

VO 

0 

00 

0  0 

:  ”  >> 

N  C 

vo" 

:oo  : 

; 

rj- 

H 

t>. 

VO 

VO 

HI 

M 

0 

nj 

CO 

VO 

M 

J3 

Cb 

w 

•uoijDnjysuoD 

s 

JO  9Sjnoo 

UI  SqJOAY 

^  : 

0 

i  |o 

': 

: 

•  •  • 

•  •  • 

: 

1 

1 

i 

: 

pUT?  S9UIJ  UQ 

CM 

CM  n" 

ON 

GO 

CO  M 

VO 

ON 

00 

0 

M 

ro 

CO  VO  CO 

00 

M 

0  Cv, 

VO 

00 

0 

0 

-+* 

fO 

rv.  w  CO 

O' 

l-^i.  VO 

H 

CO 

CO 

0 

CM 

CO 

^  S  S 

»  pv 

S3  ^ 

00  "Ji-  m 

M 

c> 

VO  •  HI 

<> 

VO 

vd 

tC 

cd 

O-S  nj  g  9^ 

'5J*  M  CO 

M 

ON 

CM 

ON  ro 

CM 

CM 

M 

M 

H 

VO 

M 

0^ 

M 

n 

cS 

#s 

>> 

nj 

e 

nj 

u 

o 

o 

S 

^2; 


o 

bz) 

3 

rt 


^  u  5  ^ 

o  a;  o  > 
*— vIQ  O 
u 

'rt  d  o  o. 

0^^->  Cl. 

(fl  cS 

S?  S? 

aj  a>  w 


nj'^ 


^  to  .V  ^ 

u 

^  O  -u  (_, 
^  ^  to  “ 
1^  O  t-f-t 

*  ^S° 


-4-> 

*n 

-*-» 

CO 


O 

u 


Q  QQ 

S  r<|CJ 

c 

.D  •>*■  s 

Q 


ai 
u 

_ ..-^ 

o 

CU 
-*-s  ^ 
d)  u_. 
O  O 


u 

<u 


X 

o 


(D 

c/)  O  ^ 

>5  ^  CO  C/]  CO  ^ 


•  TlJ 


a 

o 

■4-» 

C$ 

u 

O 

a> 


cl 

5 

U 

o 

PL, 

nd 


■TD 

oj 

O 

pq 


-(/)' 


—  oi  O  to  5 

•iiiMja  .2  rd  .S  d.2L).2  ^ 

^HIO.  >  .DIM  >  Ml...  (J 

.4is°Od^o'^o''- 

-1-5'“  -u  bjjjj  ir;  S  ^  in 

^cit;  c^H  tocii  tot+c  «  Q 

L3  -^23  rh  bfl  ti  ’6  'rt  d-  O 

M  M  o  0  0  0  CL,  2;^ 


o  00  >, 

^  ^  _  .0  23  . W-JI  rt 

^0*^0  £OOcti>.  ‘'■to 

c  fe^ccL,^  o.  (u 

P-  vi-'-<c!3  2dc 


<0 

bo 

"m 

PQ 

'TJ 

o 

rt 


bo  C 
C  rt 

rf) 


* 

to  ^  * 
c  ^  to 

.5  >,a 

^u'T' 

.  eol.# 

^  o  . 

'rt 

t> 


«  iso's 

0  .i:  P  ri 

P. 

> 


ON 

00 

00 

CO 

ON 

VO 

00 

00 

VO 

M 

CO 

ON 

00 

00 

00 

00 

r>^ 

00 

CO 

00 

00 

00 

00 

00 

00 

00 

00 

00 

00 

00 

C50 

00 

00 

00 

HI 

1 

M 

1 

HI 

1 

M 

1 

M 

1 

HI 

1 

M 

1 

HI 

1 

HI 

1 

HI 

1 

HI 

1 

M 

1 

1 

CM 

I 

CM 

1 

O" 

1 

1 

r>H 

1 

0 

1 

1 

M 

1 

VO 

1 

0 

1 

CM 

1 

M 

r>. 

t>^ 

00 

C'N. 

00 

00 

rs. 

00 

CO 

00 

CO 

00 

00 

00 

00 

00 

CO 

00 

CO 

00 

00 

IRELAND. 


GENERAL  STATISTICS. 


37 


M 

o 

04  O 

OO 

00 

to 

0 

0 

rx 

00 

w 

1 

VO 

^x 

nO 

rx 

M 

VO 

rx 

VO 

CM 

CM 

CM 

00 

04 

1  CO 

xn 

VO 

to 

CM 

<N 

CO 

tH 

H 

H  CO 

HI 

00 

M 

CO 

M 

Tf 

M 

ON 

o 

Ox 

VO  ^X 

OO 

M 

Ni-» 

IH 

0 

0 

0 

00 

rx  ^ 

to 

to 

04 

H 

VO 

NO 

CM 

to 

VO 

to  CM 

CM 

ON 

H 

1  CO 

XT) 

VO 

CO 

ON 

CM 

00 

M 

H 

0  rO 

CO 

CO 

M 

Cx 

CO 

to 

NO  CO 

<J 

I'x 

to 

TT 

0 

0 

IX 

0 

NO 

vO 

VO 

H 

rx 

to 

M 

VO 

04 

CM 

Hi 

ON 

o 

1  O  O 

o 

0 

M 

CO 

0 

0 

0 

• 

0  : 

00 

to 

CM 

CO 

H 

T#- 

M 

o 

04  O 

OO 

00 

M 

rx 

0 

0 

0 

00 

CO 

M 

ON 

M  CO 

VO 

VO 

M 

VO 

CM 

VO 

to  CM 

CO 

00 

04 

Ox  CO 

to 

VO 

to 

CO 

CM 

00 

to 

H 

w  CO 

0 

to 

M 

CO 

CM 

00 

M 

00 

HI 

o 

Ox 

rr  NO 

OO 

M 

NO 

0 

0 

0 

00 

0“ 

VO 

VO 

04 

■Nl-  N 

H 

VO 

VO 

CM 

C4 

VO 

CO  CM 

M 

ON 

M 

^  0^  CO 

to 

VO 

CO 

ON 

CM 

00 

to 

M 

H  CO 

CM 

0 

M 

00 

CO 

rx 

M 

NO  CO 

o 

rx 

to 

VO 

0 

0 

to 

CO 

M 

VO 

to 

H 

rx 

VO 

M 

VO 

CM 

VO 

CO 

ON 

o 

1  O  O 

o 

0 

H 

CO 

0 

0 

* 

0  : 

tx 

to 

CM 

CO 

to 

Tj- 

4''*» 

NO 

ON  CO 

'^r 

u 

M 

0 

CM 

0 

X 

to  00 

•tt 

NJN 

M 

o 

O  04 

On 

04 

CO 

o\ 

CO 

0 

ON 

CM  0 

0 

VO 

C 

o 

M  VO 

04 

CO 

to 

ON 

c 

rt* 

0 

0  ON 

00 

ex 

M 

•  CO  M 

to 

M 

to 

CO 

VO 

Cx 

VO  to 

CM 

to 

04 

f  04  H 

ON 

CO 

Cx 

CM 

H 

CO 

CO 

CO 

04 

VO 

CM 

tx 

H 

CO 

• 

M 

OJ 

lO 

rx 

CO 

rx 

XT., 

ON 

to 

to 

0 

M 

0 

ON 

I 

Ox 

:  :  ^ 

• 

• 

CM 

<3'* 

* 

CM 

1 

5 

•M  : 

ON 

c 

• 

• 

• 

M 

to 

" 

H 

* 

* 

cfN 

00 

CM 

CM 

M 

M 

VO 

NO 

oo 

O 

to 

•Tt- 

0 

0 

0 

to  HI 

CO 

00 

H 

VO  lO 

o 

CO 

0 

CM 

0 

0 

HI  <0 

CO 

* 

VO 

:  NO  CO 

o 

• 

CM 

to 

rx 

0 

0 

• 

<0  H 

rx 

H 

04 

to 

H 

ON 

CO 

HI 

to 

tx 

CM 

CM 

Cx 

O 

00 

OO 

to 

IX, 

VO 

10 

0 

0 

to 

00 

CM 

VO 

ON 

^  M 

VO 

O' 

0 

VO 

CO 

rx 

00 

o 

:  CO  oo 

CO 

ON 

to 

rj- 

M 

rf 

• 

CO 

•  • 

CO 

to 

fO 

H 

CO 

CO 

oT 

CO 

On 

H 

oT 

• 

• 

CM 

to 

M 

CM 

VO 

VO 

VO 

O  oo 

o 

VO 

0 

00 

CM 

rx 

lo  CN 

o 

00 

to 

VO 

to 

VO 

1 

I 

:  o 

o 

0 

• 

1 

; 

CO 

to 

:  : 

M 

0 

• 

04  04 

to 

to 

• 

• 

• 

CM 

M 

•*  •  ^ 

ON 

VO" 

H 

H 

o 

o 

CM 

00 

0 

CO 

00 

TT 

o 

oo 

0 

to 

0 

rx 

HI 

00 

04 

•  •  • 

z 

• 

00 

CO 

CO 

z 

• 

* 

to 

to 

o 

H 

•  •  • 

• 

• 

H 

M 

• 

• 

• 

to 

tx 

04 

CO 

to 

CM 

00 

CM 

VO 

• 

00 

CO 

to 

M 

o 

Ox  oo 

ON 

rx 

CM 

w 

0 

10 

0 

o- 

to  On 

rx 

VO 

o 

rf  ON 

to 

CO 

CO 

VO 

rx 

0 

ON 

0  ON 

0 

M 

ro 

CO  C>* 

oo 

CO 

rx 

H 

00 

rt- 

M 

^  VO 

H 

*  to 

tC 

:  VO 

CO 

rx 

VO 

to 

CM 

CO 

to 

to 

to  to 

d 

rx 

M 

•  M 

CO 

C4 

VO 

CM 

M 

CM 

04 

Ti- 

ON 

CO 

0 

H 

• 

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O 

0 

o 

•4^ 

C/5 

bjO 

0 

(/} 

1  and  Poula- 

is. 

and  Victoria 

dWhiteweir* 

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0 

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bJ) 

.s 

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tfi 

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0 

0 

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0 

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0 

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0) 

pC 

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ffi 

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C/D 

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t.  >> 
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0  S 
Sp 

3 

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0 

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nt  and  Ros- 

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C/D 

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C/3 

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3  10 

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0 

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10  3  NO 

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^  3  rr-j  -l->  . 

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U  *-•  u 

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CQ 

CQ 

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0 

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0 

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0 

0 

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H 

ON 

oo 

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M 

00 


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00 

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1-1  O 

u 

0^00 

H  oo 

5^0 


oo 

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ro 


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o 

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HD 

t;  c 

M  C'  3 

^  ^  M 

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CO 

'J-'  * 

00  '-M 

~  ^  '  (J 


00  o 

^  T5 

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r;:  o  oo  '-w  i;  ^ 
'JQ  '-'  °o'^  ^ 


rr  Ui  0 

OO  O  C 

oo 

(LOh^o 


00 

c>.» 

00 

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lO  I 
OO  1 
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H  C>^ 
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VO 

oo 

oo 


o 

oo 

oo 


-- 

U  0 
O  ^3 

h-]  O 

u 


nj 

u 

o 


0.2 

u 

^  s 


0 

0 

o 

U 

0 


u 

O 


c  ^ 

s”  s  s 

O  >11-]^ 


u 

.> 


C  lo  o  5  ^ 

'^07  T  O 

oo  ^  oo  -«^- 

rH  M 

O  _^oo  O 


t^'o  S  O  O. 

C30  OO 

oo  ,  ^  CO  _ 

qi-5  uqi-1  oqi— 1  oqi-^  u  0^1 


38 


STATISTICS  OF  TRAMWAYS. 


Table  No.  3. — Receipts,  Working  Expenditure,  and  Stock  of  Tram- 

ENGLAND 


Working 

Name  of  tramway. 

Gross 

receipts. 

IMaintenance 

of  way  and 

works. 

Locomotive 

powder. 

Animal  power. 

Repairs  and 

renewals  of 

engines. 

Renewals,  &c., 

of  horses. 

Repairs  and 

renewals  of 

cars. 

Traffic 

expenses. 

L 

£ 

£ 

£ 

£ 

£ 

£ 

Accrington  Corporation 

12,887 

1,880 

3,638 

•  •  • 

2,228 

596 

1,433 

Haslingden  Extension. 

Alford  and  Sutton 

— 

Tramwa 

yclosed. 

Compa 

ny  in  1 

iquidati 

on. 

— 

Barrow-in-Furness 

5>56i 

165 

1,689 

.  •  . 

263 

444 

36 

708 

Barton,  Eccles,  Winton,  and 

Tramwa 

y leased. 

Traffic 

inclu 

ded  in  S 

afford  C 

orpora- 

Monton  Local  Board, 

Bath . 

No  retu 

rn  recei 

ved. 

— 

— 

—i. 

— 

Birkdale  and  Stockport 

2,751 

86 

» «  • 

«  •  • 

4  4  4 

29 

173 

1,329 

Birkenhead  .... 

No  retu 

rn  recei 

ved. 

— 

Birmingham  and  Aston 

23,596 

1,423 

3,300 

603 

3,469 

85 

984 

2,151 

Birmingham  Corporation 
(portion). 

Birmingham  and  Midland  . 

20,97^ 

1,383 

4,678 

» .  • 

1,946 

612 

1,490 

Birmingham  Corporation 
(portion). 

Birmingham  Central 

74,584 

6,4c  2 

20,245 

... 

7,074 

1,744 

7,694 

33,419 

304 

Cable 

haulage 

20,217 

i,i8i 

1,281 

3,944 

Birmingham  Corporation 

25,212 

148 

4,877 

•  •• 

1,843 

4  4  4 

747 

2,349 

(portion). 

133,215 

6,854 

25,122 

20,217 

8,917 

i,i8i 

3,772 

13,987 

Birmingham  Corporation 

— 

Tramwa 

y leased. 

Traffic 

inclu 

ded  ill  “ 

Birming 

ham  and 

Blackburn  and  Over  Darwen 

9,601 

953 

.  . 

t  •  • 

1,267 

444 

165 

2,420 

Blackburn  Corporation 

15,424 

483 

1,709 

3,035 

521 

188 

314 

4,062 

Blackpool  Corporation 

6,569 

178 

312 

99 

314 

1,183 

Bolton  and  Suburban  . 

20,867 

•  • 

9,159 

1,000 

650 

3,362 

Bootle . 

Tramwa 

yleased. 

Traffic 

inclu 

ded  in  “ 

Liverpo 

ol  Cor- 

Bradford  and  Shelf 

— 

Tramwa 

y  leased 

to  Brad 

ford  a 

nd  Shelf 

Tramwa 

ys  Com- 

Bradford  Corporation  . 

29,328 

219 

11,604 

2,438 

900 

355 

392 

IjOCC 

/ 

Bradford  and  Shelf  . 

11,426 

«  . 

1,803 

•  •  • 

919 

444 

44* 

3,045  J 

Brentford  and  District . 

— 

Not  ope 

n  for  tra 

ffic. 

— 

— 

— 

-  ( 

Brighton  and  Shoreham  (for¬ 
merly  Brighton  District). 

368 

5 

... 

183 

... 

... 

... 

.  74 

Bristol . 

- - 

_ 

— 

— 

— 

— 

— 

_ 

Burnley  and  District 

12,857 

1,370 

1,798 

•  •  • 

1,372 

444 

315 

‘  3,346 

Bury,  Rochdale,  and  Oldham 

35,471 

2,178 

14,901 

•  •  • 

5,006 

444 

945 

4,843 

Oldham  Borough  (portion' 

Cambridge  Street . 

3,754 

523 

•  • « 

4  •  4 

.4* 

263 

183 

1,315 

Cardiff . 

42,541 

769 

•  •  • 

15,626 

4  4  4 

1,860 

2,340 

12,349 

Cardiff  District  &  Penarth 
Harbour. 

Cardiff  District  and  Penarth 

— 

Tramwa 

y  worke 

d  by  Pro 

vincia 

1  Tramw 

ays  Com 

pany. 

Harbour, 

Cbesham,  Boxmoor,  and 

— 

No  retu 

rn  for  tr 

affic. 

— 

— 

_ 

_ 

Hemel  Hempstead. 

Chester . 

6,340 

117 

... 

1,705 

... 

347 

484 

1,205 

if 


GENERAL  STATISTICS. 


WAYS  IN  THE  UNITED  KINGDOM  FOR  THE  YEAR  ENDING  JUNE  30,  189O. 

AND  WALES. 


Expenditure. 

I 

— 1  0 

1  ^  (U 

5  S  .0 

.  1 

0 

Working  stock. 

. 

<3  c 

rt  <u 

§  § 
tc 

-*-»  If' 

0 

t  of  offices 
ibles,  and 
sheds. 

tes,  taxes, 
nd  tolls. 

npensatioi 
■  personal 
injury. 

c 

r3  C 
<D 

rt  E 

•4)  •-! 

Sundry. 

Total. 

Net 

receipts. 

rmoer  ot  j 

gers  conv( 

uding  seas 

position  ti 

holders.! 

imber  of  n: 

run  by  car 

umber  of 

horses. 

umber  of 

comotive 

ngines. 

umber  of 

cars. 

Vh  rj 

Q  S 

a  ^ 

<U  OT 

p. 

2;  §'0  a 

c/)  C  0 

tjT-  cj 

21 

2i.2 

2; 

£ 

£ 

£ 

£ 

£ 

• 

490 

1,235 

289 

1C 

88 

... 

11,887 

I,OOC 

1,778,634 

251,451 

... 

14 

14 

313 

341 

139 

I8I 

3,835 

1.726 

1,096,200 

153,318 

__ 

7 

8 

tion  R 

eturn. 

' 

— 

— 

— 

105 

50 

12 

... 

60 

24 

1,868 

883 

303,00c 

57,742 

30 

12 

I 

Cars, 

Cars, 

j 

877 

121 

626 

107 

141 

347 

14,234 

9,362 } 

3,828,15c 

’Buses, 

332,976 

’Buses, 

>  20 

27 

26 

( 

Inclu- 

\ 

( 

166,287 

29,607 

) 

550 

804  < 

ded  in 
prev. 

h  179 

90 

552 

12,28^1 

8,690 

4,783,394 

312,105 

... 

24 

22 

( 

col. 

) 

I 

/ 

3,651 

giQ 

714 

255 

« *  • 

13,794,864 

1,169,883 

70 

64 

1,651  ( 

893 

75 

56 

112 

... 

•  •  • 

4,123,127 

796,591 

432 

... 

50 

i 

1 4,543 

1,023 

169 

125 

82 

* .  • 

... 

4,261,050 

459,806 

... 

... 

20 

4,543 

1,651 

5,567 

1,163 

895 

449 

94,318 

38,897 

22,182,041 

2,426,280 

432 

70 

134 

Aston 

“Bi 

rming 

ham  a 

nd  Mi 

dland, 

”  and  “ 

Birming 

bam  Cent 

ral,”  Retu 

rns. 

— 

— 

573 

95 

199 

616 

56 

286 

6,630 

2,071 

1,197,292 

158,077 

”85 

10 

15 

565 

323 

.  302 

320 

30 

700 

12,552 

2,872 

2,423,020 

359,913 

14 

27 

435 

50 

241 

224 

27 

73 

3,136 

3,433 

838,599 

95,368 

... 

... 

10 

240 

700 

360 

100 

... 

•  .  • 

15,571 

5,296 

2,524,527 

431,430 

320 

... 

36 

porali 

on”R 

eturn. 

— 

— 

— 

— 

— 

— 

— 

— 

— 

— 

pany, 

Limit 

ed.  F 

or  tra 

ffic,  se 

^  “  Br 

adlord 

Corpora 

tion  ”  Re 

turn. 

— 

— 

— 

730 

31 

750 

2,00c 

II 

530 

20,960 

8,368 

4,692,480 

562,560 

60 

25 

35 

Inclu- 

ded  in 
prev. 

. 

52c 

... 

... 

303 

6,590 

4,836 

2,590,040 

170,819 

... 

11 

11 

COl. 

/  - 

3 

... 

... 

... 

265 

103 

43,611 

6,700 

29 

... 

4 

528 

70 

303 

466 

14 

9,582 

3,275 

1,507,831 

196,109 

14 

13 

1,208 

376 

773 

... 

14 

674 

30,918 

4,553 

.4,992,300 

858,541 

... 

85 

81 

221 

17 

91 

... 

108 

2,721 

1,033 

578,014 

89,780 

21 

.  . 

6 

200 

2,072 

... 

139 

... 

... 

35,355 

7,186 

9,583,917 

970,017 

439 

... 

47 

Traffic 

inclu 

ded  in 

“  Car 

diff” 

Retur 

n. 

— 

— 

— 

— 

— 

— 

362 

234 

9 

3 

157 

4,623 

1,717 

563,728 

207,563 

71 

... 

II 

I 


40 


STATISTICS  OF  TRAMWAYS 


Table  No.  3. — ENGLAND 


Working 

Name  of  tramway. 

Gross 

receipts. 

Maintenance 

of  way  and 

works. 

Locomotive 

power. 

1 

U 

<0 

& 

0 

p. 

3 

'S 

Repairs  and 

renewals  of 

engines. 

Renewals,  &c., 

of  horses. 

Repairs  and 

renewals  of 

cars. 

Traffic 

expenses. 

1 

£ 

£ 

£ 

£ 

£ 

£ 

Chesterfield  .  .  .  . 

— 

No  retu 

rn  recei 

ved. 

Coventry  and  District  . 

3,441 

146 

1,427 

.  .  • 

526 

... 

142 

360 

Croydon  (formerly  Croydon 

9,369 

358 

•  •• 

2,495 

... 

304 

289 

3,472 

and  Norwood), 

Derby  .  .  .  .  . 

10,73s 

•  .  . 

4,069 

•  • . 

1,0C0 

563 

3,046 

Dewsbury,  Batley,  &  Birstal 

6,iic 

682 

1,177 

30 

561 

... 

300 

800 

Drypool  and  Marfleet  . 

2,883 

112 

1,411 
n  for  tra 

280 

24 

484 

Dudley  and  Kingswinford  . 

— 

Not  ope 

ffic. 

— 

— 

Dudley  and  Stourbridge 

9,371 

408 

2,007 

... 

1,014 

ved. 

... 

228 

958 

Dudley,  Sedgley,  &  AVolver- 

— 

— 

No  retu 

rn  recei 

— 

— 

hampton, 

Exeter . 

No  retu 

rn  recei 

ved. 

Flamborough  Head 
F’lkestone,Sandgate  &Hytho 

— 

— 

— 

— 

_ 

— 

— 

— 

— 

Not  ope 

n  for  tra 

ffic. 

— 

•  •  • 

— 

Inclu- 

Gateshead  and  District 

9,825 

700 

... 

... 

1,100 

} 

...  s 

ded  un¬ 
der  En- 

/  2,500 

( 

gines. 

) 

Gloucester  .  .  .  . 

2,867 

71 

... 

877 

... 

172 

56 

1,122 

Gosport,  Alverstoke,  &  Burj 

_ 

_ 

Not  ope 

n  for  tra 

ffic. 

_ 

Cross. 

Gravesend,  Rosherville,  and 

1,911 

53 

852 

27 

429 

Northfleet. 

Great  Grimsby. 

6,05  = 

89 

.  .  . 

1,755 

268 

196 

1,139 

Harrow  Road  &  Paddington 

9,526 

20 

.  .  . 

3,159 

204 

102 

3.600 

Hartlepools  .  .  .  . 

1,595 

70 

205 

.  .  . 

213 

•  •  • 

67 

806 

Highgate  Hill 

— 

No  retu 

rn  recei 

ved. 

— 

_ 

Huddersfield  Corporation  . 

15,804 

1,746 

4,201 

... 

1,803 

840 

1,487 

Hull  Street  .  .  .  . 

13,649 

2,205 

... 

3,972 

... 

81 

.759 

4,770 

Ipswich  . 

2,141 

32 

... 

735 

.  . . 

233 

104 

8c6 

Keighley  .  .  .  . 

1,833 

•  » • 

.  .  . 

823 

•  .  . 

56 

41 

660 

Lancaster  and  District 

— 

Not  ope 

n  for  tra 

ffic. 

_ 

Lea  Bridge,  Leyton,  &  Wal- 

- - 

— 

— 

— 

— 

thamstow. 

Leamington  and  Warwick  . 

5,567 

640 

... 

2,408 

( 

Inclu- 

250 

A 

274 

399 

Leeds  . 

48,432 

00 

0 

8,138 

9,723  < 

ded  in 
Cal.  2. 

r  1,375 

3,637 

6,345 

Leeds  Corporation 

— 

— 

Not  ope 

n  for  tra 

ffic. 

— 

— 

Leicester  .  .  .  . 

31,615 

2,170 

11,823 

... 

1,000 

2,217 

7,855 

Lincoln  .  .  .  .  . 

2,012 

29 

... 

438 

.  .  . 

53 

75 

569 

Lincolnshire  .  .  .  . 

Liverpool  Corporation  . 

Not  ope 

n  for  tra 

ffic. 

Bootle  Corporation  . 
Walton  Local  Board 

1 

275,912 

1,253 

100,077 

13,286 

15,076 

48,707 

AVavertree  Local  Board  . 
AVest  Derby  Local  Board 

) 

Llanelly .  .  .  :  . 

982 

Worked 

in  conn 

ection  w 

ith  an 

other  bu 

siness,  a 

nd  can 

London  .  .  .  .  . 

300,220 

22,142 

•  .  * 

89,418 

.  .  . 

13,550 

7,687 

69,703 

London,  Camberwell,  &  Dul- 

— 

— 

- - 

— 

— 

wich. 

London  Southern  . 

14.746 

516 

5,512 

640 

499 

4,503 

London  Street 

126,442 

6,708 

... 

40,126 

4,984 

3,401 

38,369 

GENERAL  STATISTICS, 


41 


ANjJ  wales  {continued). 


Expenditure 

u  1 

{/) 

Working  stock. 

Si  0  0 

Direction  and 
management. 

Rent  of  offices 
stables,  and 
sheds. 

Rates,  taxes, 
and  tolls. 

Compensation 
for  personal 
injury. 

Legal  and 
parliamentary 

Sundries. 

Total. 

Net 

receipts. 

Number  of  p 

sengers  conv( 

(including  seas 

Composition  ti 

holders). 

Number  of  m 

run  by  car; 

Number  of 

horses. 

Number  of 

locomotive 

engines. 

Number  of 

cars. 

£ 

£ 

£ 

482 

33 

38 

10 

17 

220 

3,401 

40 

343,322 

87,760 

... 

7 

6 

261 

... 

148 

49 

... 

... 

7,376 

1,993 

1,403,714 

246,719 

95 

... 

14 

496 

185 

233 

•  •• 

55 

9,647 

1,091 

2,454,625 

250,382 

98 

•  •• 

18 

200 

60 

324 

•  •• 

... 

... 

4,1.34 

1,976 

1,322,000 

145,200 

1 

9 

13 

182 

77 

89 

79 

20 

75 

2,833 

50 

922,560 

155,861 

... 

7 

8 

250 

— 

345 

727 

216 

302 

6,455 

2,916 

2,161,734 

121,767 

— 

9 

8 

470 

375 

1,000 

1,800 

7,945 

1,880 

1,831,598 

187,104 

15 

16 

( 

Inclu- 

no 

73  j 

ded  in 
prev. 

... 

... 

42 

2,523 

344 

656,437 

136,614 

32 

... 

10 

. 

( 

col. 

; 

_ 

_ 

_ 

--  - 

... 

no 

78 

... 

20 

24 

1,593 

318 

302,521 

48,281 

10 

... 

6 

200 

549 

... 

... 

»  •  • 

... 

3,996 

2,059 

1,008,697 

220,140 

216,675 

55 

•  •  . 

13 

456 

170 

J41 

•  •• 

.  .  . 

... 

7,852 

1,674 

1,684,74c 

122 

... 

15 

123 

... 

64 

... 

... 

... 

1,548 

47 

319,485 

35,971 

... 

5 

6 

528 

154 

377 

180 

248 

11,564 

4,24c 

2,493,280 

213,546 

... 

18 

19 

187 

24 

581 

27 

2 

... 

12,608 

1,041 

3,119,075 

426,269 

156 

... 

31 

56 

30 

48 

•  •• 

... 

73 

2,117 

24 

240,406 

85,000 

20 

... 

8 

— 

13 

80 

— 

— 

78 

1,751 

82 

414,57c 

53,044 

37 

— 

7 

150 

71 

1 15 

. .  • 

2 

313 

4,622 

945 

753,031 

105,576 

52 

... 

12 

850 

608 

879 

... 

131 

965 

35,491 

12,941 

7,554,666 

857,642 

298 

23 

68 

1,054 

145 

391 

18 

26,673 

4,942 

7,095,046 

792,590 

299 

43 

78 

... 

in 

3 

16 

1,372 

640 

318,680 

47,028 

14 

... 

6 

Cars, 

Cars, 

] 

3,085 

2,233 

6,285 

697 

902 

1,617 

193,218 

82,694  ( 

25,249,441 

’Buses, 

3,869,303 

’Buses, 

)3,i99 

... 

170 

1 

8,544,989 

1,672,008 

J 

not  be 

stated 

•  •  • 

.  •  • 

... 

... 

.  •  • 

... 

235,881 

40,489 

10 

•  . . 

5 

5.717 

4,951 

4,133 

1,593 

1,298 

3,510 

223,702 

76,518 

60,534,994 

6,816,031 

3,211 

— 

287 

357 

457 

133 

12,617 

2,129 

2,420,720 

454,151 

170 

... 

20 

1,500 

4,794 

... 

1,199 

... 

1 

iot,o8i 

25,361 

23,976,706 

2,449,436 

1,127 

124 

42 


STATISTICS  OF  TRAMWAYS, 


Table  No.  3. — ENGLAND 


Name  of  tramway. 


Manchester  Carriage  and 
Tramway  Company. 

Manchester  Corp.  (part) 
IMoss  Side  Local  Board 
Newton  Heath  Local  Bd. 
Oldham  Borough  (part) 
Withington  Local  Board 
Manchester  Corporation 
IManchester,  Middleton,  and 
District 


^liddlesborough  &  Stockton 


!Morecambe  . 

IMoss  Side  Local  Board 
Neath  and  District 
Newcastle-upon-Tyne  Corp 
Newport  and  Parkhurst 
Newport  (IMon.) 

Newport  Pagnell  &  District 
Newton  Heath  Local  Board 
Northampton  Street 
North  London 

North  Metropolitan 

North  Shields  &  Tynemouth 
District 

North  Staffordshire 
Nottingham  and  District 
Oldham,  Ashton-under- Lyne 
and  Hyde  District. 
Oldham  Boro’  (Corporation) 
Oxford  (City  of)  and  District 
Plymouth 
Plymouth,  Stonehouse,  and 
Devonport. 

Pontypridd &RhonddaValIey 
Portsmouth  (Boro’  of)  Kings¬ 
ton,  Fratton,  and  Southsea. 
Portsmouth  Street 
Borough  of  Portsmouth, &c. 
Preston  Corporation  and 
Fulwood  Local  Board. 
Reading  .  .  .  . 

Rossendale  Valley 

St.  Helens  and  District 

Salford  Corporation 

Manchester  Corporation 
(portion) 

Barton,  &c..  Local  Board. 


Working 


Gross 

receipts. 

iMaintenance 

of  way  and 

works. 

Locomotive 

power. 

Animal  power. 

Repairs  and 

renewals  of 

engines. 

Renewals,  Jkc., 

of  horses. 

Repairs  and 

renewals  of 

cars. 

Traffic 

expenses. 

£ 

£ 

£ 

£ 

262,339 

3,249 

73,494 

17,435 

9,812 

66,429 

Tramwa 

ys  lease 

d.  Traffi 

c  includ 

ed  chi 

efly  in  “ 

Manche 

ster  Car 

Not  ope 

n  for  tra 

ffic. 

— 

— 

— 

5,543 

360 

1,816 

1,341 

... 

95 

136 

402 

2,648 

20 

860 

55 

430 

Traffic  i 

ncluded 

in  “  Ma 

ncheste 

r  Carr 

iageand 

Tramw 

ays  Com 

30,474 

590 

... 

11,550 

... 

1,174 

1,537 

4,020 

4,498 

226 

... 

869 

... 

123 

307 

1,083 

Traffic  i 

ncluded 

in  “  Ma 

ncheste 

r  Carr 

iageand 

Tramw 

ays  Com 

6,178 

81 

... 

1,506 

... 

353 

196 

1,177 

17,250 

1,079 

5,170 

114 

1,309 

... 

49 

6,383 

405,292 

35,479 

1,380 

110,997 

19,505 

10,578 

84,860 

Lineonl 

y  re-ope 

ned  on  i 

2  th  June 

,  1890. 

... 

... 

... 

17,927 

677 

1,777 

39 

492 

168 

5,418 

24,508 

610 

... 

14,151 

963 

825 

3,537 

— 

— 

— 

— 

— 

— 

Traffic  i 

ncluded 

partly  in 

“  Burv, 

Roch 

dale,  an 

d  Oldha 

m  ”  Ret 

9,349 

921 

... 

2,256 

... 

205 

... 

2,078 

14,2x5 

316 

... 

4,985 

... 

373 

712 

2,357 

No  retu 

rn  recei 

ved.  Co 

mpany  i 

n  liqui 

dation. 

— 

. 

Tramwa 

y  worke 

d  in  con 

junction 

with  t 

he  Ports 

mouth  S 

treet  Tr 

43,099 

1,846 

... 

16,342 

... 

1,167 

2,949 

12,63 

10,521 

... 

... 

5,072 

... 

... 

366 

1,949 

5,020 

426 

... 

1,781 

199 

323 

390 

6,077 

.  .  . 

816 

... 

265 

30 

1,655 

3,045 

250 

400 

390 

20 

... 

16 

270 

69,014 

... 

... 

20,686 

... 

4,907 

2,655 

19,002 

GENERAL  STATISTICS, 


43 


AND  WALES  [continued). 


Expendicure. 

U  t 

.  *d  ^  'S 

Working  stock. 

J,  cj  c  ^ 
rt  0  0  u 

0 

, 

'd  • 

«  c 

s  s 

0  0 

U  nj 

t  of  offices, 
ibles,  and 
sheds. 

W 

0  • 

X  M 

0 

#s-M 

0  ^ 

-M  a 

Compensation 
for  personal 
injury. 

c  ^ 
a  c 

a  g 

Sundry. 

1 

Total. 

Net 

receipts. 

urnber  of  p 

igers  conve 

uding  seas 

position  ti 

holders.) 

amber  of  m 

run  by  car: 

umber  of 

horses. 

umber  of 

comotive 

mgines. 

umber  of 

cars. 

.t!  c3 

Q  S 

c  ™ 

0  (/) 

•A 

rt 

Oi 

rt 

a 

7a  S  u  6 
<n  0  0 

0 

:2: 

0  - 

2 

£ 

£ 

£ 

£ 

£ 

30,602,160 

5,319 

2,424 

4,502 

1,655 

537 

3,965 

188,821 

73,518 

6,181,440 

2,796 

303 

riage 

and  T 

ramw 

ays  C 

o.’s” 

Retur 

n,  but  p 

artly  in 

“  Salford 

Corporati 

on”R 

eturn. 

— 

Cars, 

Cars, 

753,399 

114,163 

446 

2C 

157 

... 

... 

31 

4,804 

739' 

Ferry 

steamers. 

Ferry 

steamers, 

33,820 

j  27 

2 

12 

342,912 

) 

125 

25 

80 

10 

171 

1,776 

872 

627,072 

32,300 

31 

... 

7 

pany’s 

”  Ret 

urn. 

— 

— 

— 

— 

— — 

888 

246 

1,063 

112 

25 

3,992 

25,197 

5-277 

3,717,136 

606,046 

278 

... 

30 

180 

80 

83 

... 

... 

106 

3,057 

1,441 

1,030,320 

115,000 

40 

... 

8 

pany’s 

»  Ret 

urn. 

— 

— 

— 

— 

— 

— 

— 

— 

— 

— 

504 

•  •  • 

54 

.  . . 

. . » 

175 

4,046 

2,132 

1,248,748 

131,464 

58 

... 

14 

636 

76 

623 

874 

226 

64 

i6,6oc 

64 

I 

1,777,709 

246,227 

3 

25 

27 

[ 

Inclu- 

1 

9,392 

3,285 

10,605 

7,166 

ded  in 
prev. 

/ 1,185 

294,432 

110,860 

69,715,528 

7,196,900 

3,346 

... 

342 

col. 

) 

... 

•  •  • 

... 

... 

... 

... 

... 

... 

... 

•  «  • 

... 

5 

6 

1. 015 

26 

257 

320 

50 

... 

10,23c 

7,688 

2,999,586 

281,934 

I 

22 

22 

884 

_ 

561 

28 

II6 

_ 

21,495 

3,013 

3,766,007 

635,774 

270 

I 

34 

urn,  a 

nd  pa 

rtly  in 

“Ma 

nches 

ter  Ca 

rriage  a 

ndTram 

ways  Com 

pany’s  ”R 

eturn. 

— 

— 

450 

60 

107 

.  .  . 

53 

601 

6,731 

2,61 

8 

1,930,415 

230,089 

... 

83 

14 

— 

— 

... 

— 

— 

— 

— 

- - 

— 

— 

— 

— 

— 

200 

1,406 

... 

8 

... 

... 

10,357 

3,858 

2,237,901 

207,862 

... 

121 

24 

amwa 

ys. 

— 

— 

— 

— 

— 

— 

— 

— 

— 

— 

— 

200 

1,926 

... 

46 

... 

... 

37,112 

5,987 

6,608,817 

1,259,337 

400 

... 

75 

200 

65 

149 

... 

... 

55 

7,856 

2,665 

1,936,392 

258,432 

no 

... 

31 

433 

25 

133 

... 

24 

3,734 

1,286 

788,437 

121,348 

40 

•  .  . 

15 

529 

73 

133 

404 

.  •  • 

49 

3.954 

2,123 

984,738 

137,398 

.  .  . 

9 

10 

( 

Hor.  bars, 

25 

24 

103 

20 

... 

605 

2,123 

922 

362,924  j 

21,000 
Stm.  cars. 

(  '' 

7 

7 

! 

( 

34,559 

; 

787 

82 

2,293 

68i 

1,267 

352 

114 

i,ii6 

53,074 

15,940 

8,128,080 

1,079,390 

44 


STATISTICS  OF  TRAMWAYS 


Table  No.  3. — ENGLAND 


Working 

Name  of  tramway. 

Gross 

receipts. 

Maintenance 
of  way  and 

works. 

Locomotive 

power. 

Animal  power. 

Repairs  and 

renewals  of 

engines. 

1 

Renewals,  &c. 

of  horses. 

Repairs  and 

renewals  of 

cars. 

Traffic 

expenses. 

Sheffield  Corporation  . 

39,202 

£ 

4,774 

14,346 

£ 

£ 

1,825 

£ 

L150 

£ 

3,520 

Shipley . 

i»39i 

no 

•  •• 

1,247 

Southampton  Street 

13,732 

No  re 

645 

... 

3,763 

... 

310 

847 

5,549 

South  Eastern  Metropolitan 

turn  rec 

eived. 

— 

■ — 

— 

— 

— 

South  Gosforth 

9,736 

109 

•  •  . 

4,000 

.  • . 

235 

220 

1,570 

South  London 

74,063 

4,194 

..  . 

... 

... 

3,764 

4,373 

19,937 

Southport  .  .  .  , 

io,ogo 

583 

.  .  • 

2,361 

... 

288 

247 

1,413 

South  Shields  Corporation  . 

',.6,2 

.  .  . 

2,318 

603 

. .  • 

299 

413 

802 

South  Staffordshire  (formerly 

22,293 

1,656 

4,971 

3,293 

. . . 

864 

5,620 

South  Staffordshire  and 
Birmingham  District). 

658 

Southwark  and  Deptford 

24,474 

1,013 

... 

5,410 

... 

1,718 

8,840 

Stockport  and  Hazel  Grove 

1,047 

•  •  . 

... 

228 

. . . 

19 

7 

224 

Stockton-on-Tees  and  Dist. 

5,252 

109 

360 

801 

270 

137 

54 

2,375 

Sunderland  (Company’s) 

15,184 

1,282 

4,476 

,  584 

d  in  “  S 

1,156 

1,269 

Sunderland  (Corporation)  . 

Tram 

ways  le 

ased.  'L' 

raffic  in 

elude 

underla 

nd(Com 

Swansea  .  .  .  . 

22,027 

1,194 

1,074 

4,975 

657 

548 

732 

2,557 

Wallasey  .  .  .  . 

4,944 

168 

.  .  • 

1,282 

361 

240 

1,264 

Walton-on-the-Hill  Local 

Tram 

ways  le 

ased.  T 

raffic  in 

clu  de 

din  “Li 

verpool 

Corpor 

Board 

Wantage  .... 

1,787 

58 

... 

200 

... 

18 

860 

Wavertree  Local  Board 

Tram 

ways  le 

ased.  T 

raffic  in 

clu  de 

din  “Li 

verpool 

Corpo 

r 

West  Derby  Local  Board  . 

Tram 

ways  le 

ased.  T 

raffic  in 

clud  e 

d  in  “  Li 

verpool 

Corpor 

West  Metropolitan 

26,917 

3,343 

.  . . 

6,429 

... 

781 

786 

8,440 

Weston-super-Mare,  Cleve- 

Not  0 

pen  for 

tiaffic. 

— 

— 

— 

— 

— 

don,  and  Portishead 
Wigan  .  ...  . 

7,828 

608 

2,354 

16 

876 

.  .  . 

233 

553 

Wirral . 

5,780 

337 

1,294 

.  .  . 

381 

179 

1,48 

8 

Wisbech  and  Upwell  (Great 

2,301 

314 

685 

242 

•  •  • 

1,048 

450  < 

Eastern  Railway  Com¬ 
pany) 

Withington  Local  Board 

Tram 

ways  le 

ased.  T 

raffic  in 

clu  d  e 

din“M 

anchest 

er  Can 

i 

Wolverhampton  . 

10,508 

526 

... 

3,258 

... 

465 

332 

924 

Wolverton  and  Stony  Strat¬ 
ford 

Wolverton  and  Stony  Strat- 

2,042 

362 

725 

150 

322 

••• 

136 

469 

Tram 

ways  le 

ased.  T 

raffic  in 

clu  d  e 

din“W 

olverton 

and  Sto 

ford.  (Deanshanger  Ex¬ 
tension) 

AVoolwich  and  South  East 

14,968 

485 

3,847 

... 

702 

445 

5,050 

London 

AVorcester  .  .  .  . 

No  R 

eturn  re 

ceived. 

— 

— 

— 

— 

- - 

AVrexham  .  .  .  . 

856 

72 

... 

240 

20 

40 

205 

Yarmouth  and  Gorleston 

5,290 

376 

•  •  • 

1,804 

... 

100 

82 

951 

York . 

3,600 

95 

... 

1,086 

... 

70 

1,129 

Total,  England  and  Wales 

2-573.535 

130,119 

110,654 

660,387!  40,350 

102,114 

93,609 

552,79 

3 

GENERAL  STATISTICS. 


45 


AND  WALES  {con chided). 


Expenditure. 

U  X 

e/3 

Working  stock. 

^  0  u 

<V 

rp  . 

Direction  and 
management. 

Rent  of  offices 
stables,  and 
sheds. 

Rates,  taxes, 
and  tolls. 

Compensation 
for  personal 
injury. 

Legal  and 
parliamentarj\ 

a 

p 

in 

Total. 

Net 

receipts. 

Number  of  p 
sengers  conve 

(including  seas 

composition  ti( 

holders.) 

Number  of  m 

run  by  cars 

Number  of 

horses. 

Number  of 

locomotive 

engines. 

Number  of 

cars. 

£, 

£ 

£ 

£ 

£ 

£ 

1,000 

362 

1,495 

•  t . 

13 

304 

28,789 

10,413 

Loss, 

6,185,576 

691,810 

316 

... 

46 

193 

100 

95 

« . « 

207 

56 

2,008 

617 

331,372 

61,571 

26 

•  •• 

5 

475 

360 

... 

6 

... 

... 

11,955 

1,777 

1,678,021 

297,220 

140 

... 

26 

350 

250 

60 

70 

200 

172 

7,236 

2,500 

1,061,270 

196,000 

100 

... 

11 

1,655 

954 

657 

913 

205 

26,995 

63,647 

10,416 

16,154,451 

1,767,314 

785 

.  .  « 

86 

476 

59 

224 

... 

... 

194 

5,845 

4,245 

1,145,117 

179,347 

67 

•  •• 

23 

323 

16 

100 

503 

■  .  « 

226 

5,000 

632 

1,242,325 

184,529 

59 

•  •  » 

8 

1,460 

114 

550 

... 

97 

722 

19,950 

2,343 

3,276,284 

395,758 

20 

36 

34 

889 

201 

258 

337 

161 

260 

19,745 

4,729 

5,602,415 

530,434 

217 

.  a  • 

32 

... 

24 

... 

... 

... 

61 

563 

484 

123,767 

14,996 

44 

.  .  • 

6 

144 

67 

121 

113 

3 

. . . 

4,554 

698 

1,037,156 

151,543 

29 

8 

15 

730 

25 

229 

2 

«  . 

132 

9,885 

5,299 

2,607,986 

274,657 

iio 

•  •• 

33 

pany) 

Ret 

urn. 

— 

— 

— 

— 

— 

— 

— 

1,035 

353 

1,075 

19 

323 

279 

14,821 

7,206 

2,611,513 

360,416 

119 

3 

55 

300 

”  Ret 

121 

... 

29 

336 

4,101 

843 

609,544 

145,784 

46 

5 

ation 

urn. 

— 

— 

— 

— 

— 

— 

- ^ 

— 

.  25 

”  Ret 

20 

... 

i,i8i 

606 

30,463 

10,955 

3 

3 

ation 

urn. 

— 

— 

— 

— 

— 

— 

.  - 

ation 

”  Ret 

urn. 

— 

— 

— 

— 

— 

— 

— 

— 

— 

— 

724 

300 

509 

284 

44 

21,640 

5,277 

4,456,660 

659,107 

246 

. 

48 

310 

369 

435 

300 

139 

6,193 

1,635 

1,245,896 

139,360 

I 

12 

12 

457 

... 

203 

... 

43 

252 

4,634 

1,146 

765,752 

169,508 

47 

... 

7 

0  i 

.b  rt  S 

•2  e  2 

>... 

77 

.  •  • 

... 

8 

2,824 

Loss, 

523 

102,422 

27,418 

... 

3 

9 

^  c 

0  s  § 

^.2  S 

age  a' 

ad  Tr 

amwa 

yCom 

oanv’ 

s”Re 

turn. 

— 

— 

— 

— 

— 

— 

600 

195 

399 

33 

13 

180 

6,925 

3,583 

1,327,825 

204,597 

86 

.  .  . 

20 

Loss, 

236 

31 

58 

... 

... 

363 

2,846 

804 

229,602 

41,865 

2 

4 

6 

ny  Sti 

atford 

”  Ret 

urn. 

— 

— 

— 

— 

— 

— 

— 

— 

— 

844 

95 

181 

i6t 

... 

Ill 

11,920 

3,048 

2,481,196 

321,435 

156 

... 

15 

32 

10 

6 

— — 

634 

222 

60,423 

0 

0 

00 

1 

9 

■ 

3 

268 

54 

146 

9 

233 

4,023 

1,267 

859,927 

114,210 

50 

. . . 

9 

136 

96 

... 

... 

48 

2,660 

940 

814,620 

121,007 

37 

... 

10 

65,107 

36,616 

51,901 

24,905 

6,957 

56,932 

1,932,444 

641,091 

418,399,936 

53,367,578 

21,681 

534 

3,030 

46 


STATISTICS  OF  TRAMWAYS. 


Table  No.  3  [continued). — 


W  orking 

Name  of  iramway. 

Gross 

receipts. 

INIaintenance 

of  way  and 

works. 

Locomotive. 

power. 

Animal 

power. 

1 

Repairs  and 

renewals  of 

engines. 

Renewals,  8cc., 

of  horses. 

Repairs  and 

renewals  of 

cars. 

Traffic 

expenses. 

1 

1 

1 

£ 

£ 

£ 

£ 

£ 

Aberdeen  District. 

16,376 

623 

... 

5,730 

. . . 

. . . 

722 

628 

3,558 

Dundee  Street  (Commis¬ 
sioners  of  Police) 

i5>969 

1,042 

2,376 

1,275 

422 

4,094 

Edinburgh  Northern  . 

9,797 

1,637 

959 

(Cable.) 

664 

Inclu¬ 
ded  in 
first 
col. 

•  •  • 

Inclu¬ 
ded  in 
first 
col. 

2,170 

Edinburgh  Street  . 

103,470 

6,371 

... 

31,820 

.  . . 

4,361 

3,833 

13,914 

Glasgow  and  Ibrox 

i,i6i 

92 

.  .  . 

361 

... 

56 

103 

367 

Glasgow  Corporation 

241,186 

1,582 

... 

91,507 

... 

19,140 

5,718 

32,829 

Greenock  and  Port  Glasgow 

3,733 

.  .  * 

.  . 

.  .  . 

... 

24 

2,360 

Greenock  Street  (Board  of 
Police)  .  .  •  . 

Return. 

Traffic 

include 

din  “V 

ale  of 

Clyde  ” 

returns. 

Paisley  .  .  .  .  . 

2,911 

... 

... 

046 

•  *• 

99 

80 

903 

Rothesay  .  .  .  . 

3,305 

I2I 

.  .  . 

643 

•  •• 

97 

87 

653 

Stirling  and  Bridge  of  Allan 

2,724 

205 

.  .  . 

1,123 

1,899 

.  . . 

.  •  . 

138 

295 

Vale  of  Clyde 

Greenock  Street 

16,718 

613 

2,503 

2,113 

256 

Inclu¬ 
ded  with 
engines. 

L433 

Total  Scotland  . 

417,350 

12,286 

5,838 

134,693 

3,338 

24,431 

11,335 

62,576 

IRELAND. 


Belfast  Street 

71,942 

1,717 

22,404 

1,803 

2,532 

19,470 

Sj^denham  District  . 

Blackrock  and  Kingstown  . 

2,043 

2 

... 

674  ••• 

126 

CO 

M 

Blessington  and  Poulaphuca 

— 

Not  ope 

n  for  tra 

ffic. 

— 

— 

— 

Castlederg  ScVictoria  Bridge 

1,996 

198 

343 

... 

.  . 

15 

427 

Cavehill  and  Whitewell 

2,332 

233 

649 

•  . 

790 

220 

Dublin  and  Blessington 

4,761 

6^ 

1,831 

... 

219 

... 

15 

525 

Dublin  and  Lucan 

4,836 

418 

956 

... 

570 

•  •• 

185 

660 

Lucan,  Leixlip,&Celbridge 

Dublin  Southern  District 

7,340 

674 

.  •  . 

3,110 

... 

446 

796 

1,061 

Dublin  United 

123,182 

19,791 

... 

32,321 

365 

•  .  . 

5,129 

5,233 

22,210 

Galway  and  Balt  Hill  . 

1-453 

47 

... 

» •  . 

81 

422 

Giant’s  Causeway,  Port- 

2,140 

183 

792 

305 

... 

60 

284 

rush,  and  Bush  Valley 

Lucan,  Leixlip  &  Celbridge 

Worked 

by  “  Du 

blin  and 

Lucan  S 

team 

Tramwa 

V  Comp 

y.,”  and 

Portstewarc  .  .  .  . 

684 

3 

354 

•  •  4 

.  .  . 

... 

27 

68 

Sydenham  District  (Belfast). 

Tramw 

ay  work 

edby  “B 

el  fast  St 

reet  T 

ramway 

Compa 

ny,”  and 

Warrenpoint  and  Rostrevor 

1,149 

36 

272 

... 

36 

30 

257 

Total  Ireland 

223,858 

23,925 

4.925 

59,146 

1,954 

7,540 

9,015 

46,417 

Total  United  Kingdom 

3,214,743 

166,330 

121,417 

854,226 

45,692 

134,085 

113,959 

661,786 

GENERAL  STATISTICS. 


47 


SCOTLAND. 


Expenditure. 

Net 

receipts. 

Number  of  pas¬ 
sengers  conveyed 
(including  season  or 

composition  ticket- 

holders.) 

Number  of  miles 

run  by  cars. 

Working  stock. 

1 

Direction  and 
management. 

Rent  of  offices, 
stables,  and 
sheds. 

Rates,  taxes, 
and  tolls. 

Compensation 
for  personal 
injuries. 

Legal  and 
parliamentary. 

i 

Sundry. 

Total. 

Number  of 

horses. 

Number  of 
locomotive 

engines. 

Number  of 

cars. 

£ 

£ 

£ 

£ 

£ 

465 

78 

243 

... 

282 

11,701 

4,675 

3,092,310 

339,352 

176 

.  . . 

19 

466 

... 

344 

208 

19 

1,627 

12,501 

3,468 

Cars, 

Cars, 

77 

10 

18 

2,347,130 

224,354 

’Buses, 

’Buses, 

430,911 

74,510 

1,039 

• . . 

135 

« .« 

... 

... 

6,60;^ 

3,193 

1,990,228 

160,489 

... 

Cable 

14 

trac- 

tion. 

2,060 

877 

2,620 

356 

465 

2,271 

68,948 

34,522 

14,829,782 

1,501,253 

992 

... 

76 

70 

65 

II 

... 

•  . 

... 

1,127 

34 

278,720 

46,950 

12 

.  .  . 

4 

3,159 

... 

6,844 

1,585 

400 

13,241 

176,005 

65,181 

47,709,791 

4,333,957 

2,687 

... 

233 

_ 

125 

15 

II 

II 

30 

2,576 

1,157 

618,46c 

86,991 

60 

_ 

11 

38 

go 

46 

32 

2,234 

677 

545,365 

77,100 

33 

6 

167 

50 

156 

4 

... 

72 

2,050 

1,255 

422,985 

75,438 

29 

... 

14 

109 

... 

131 

2 

... 

153 

2,t56 

568 

303,808 

47,144 

24 

... 

7 

712 

298 

519 

41 

130 

74 

10,591 

6,127 

3,439,055 

267,897 

36 

9 

21 

8,285 

1,583 

11,064 

2,207 

1,025 

CM 

00 

M 

296,493 

120,857 

76,008,545 

7,235,435 

4,126 

19 

423 

1,000 

M 

CO 

... 

76 

.  .  . 

... 

49,783 

22,159 

13,732,858 

1,635,354 

690 

•  .  • 

87 

104 

48 

85 

... 

... 

90 

1,983 

60 

269,787 

66,083 

29 

... 

6 

200 

... 

57 

... 

78 

1,388 

608 

30,579 

17,728 

2 

5 

50 

16 

50 

132 

... 

25 

2,165 

167 

210,141 

35,625 

.  .  . 

3 

4 

415 

88 

50 

5 

50 

358 

4,179 

582 

133,575 

83,153 

... 

6 

22 

201 

26 

63 

7 

... 

225 

3,311 

1,525 

222,438 

59,978 

... 

6 

II 

496 

30 

153 

15 

5 

64 

6,850 

490 

678,986 

180,884 

81 

... 

28 

2,96s 

782 

4,454 

625 

1,201 

5,104 

99,818 

23,364 

16,293,109 

2,398,682 

1,090 

151 

71 

54 

54 

... 

... 

78 

1,172 

281 

192,399 

47,120 

14 

.  .  . 

7 

171 

12 

15 

... 

... 

... 

1,822 

318 

63,947 

80 

... 

3 

15 

traffic 

includ 

ed  in 

that  C 

ompa 

ny’s  r 

eturn. 

_ 

- - - 

_ 

— 

— 

— 

57 

3 

II 

.  .  . 

.  . 

523 

161 

63,912 

16,308 

... 

2 

3 

traffic 

includ 

ed  in 

that  C 

ompa 

ny’s  r 

eturn. 

— 

— 

— 

— 

161 

39 

30 

... 

3 

5 

869 

280 

69,116 

30,947 

8 

... 

9 

5,894 

1,879 

5,022 

860 

1,25c 

6,027 

173,863 

49,095 

31,960,847 

4,571,942 

1,912 

22 

348 

79,286 

40,078 

67,987 

1 

27,972 

9,241 

80,741 

2,402,800 

811,943 

526,369.328 

65,174,955 

27,719 

575 

3,801 

48  STATISTICS  OF  TRAMWAYS. 


Table  No.  4. — Total  Working  Expenditure  on  all  the 
Tramways  of  the  United  Kingdom  for  the  Years 
ENDING  June  30,  1890,  and  June  30,  1880.* 


For  year  ending  June  30. 

1890. 

1880. 

Items. 

Working 

expendi¬ 

ture. 

Per 

mile 

open. 

Percent, 
of  total 
expendi¬ 
ture. 

Working 

expendi¬ 

ture. 

Per 

mile 

open. 

Per  cent, 
of  total 
expendi¬ 
ture. 

Per  cent. 

£ 

£ 

Per  cent. 

JMaintenance  of  way  and 

works  . 

166,330 

176 

6 ‘93 

65,466 

178 

5-88 

Locomotive  power  . 

121,417 

129 

5-06 

3,189 

501,506 

9 

•29 

Horsing,  or  animal  power 

854,226 

903 

35’59 

1,363 

45‘o5 

Repair  and  renewal  of 

engines  . 

45,692 

49 

I '90 

— 

— 

— 

Repair  and  renewal  of 

cars  . 

113,959 

no 

4' 75 

48,947 

133 

4-40 

Renewal  of  horses  . 

134,085 

143 

5'59 

— 

Traffic  expenses  . 

661,786 

702 

27'57 

299,121 

813 

26’87 

Direction  and  manage- 

ment . 

79,286 

84 

3’30 

43,109 

117 

3-88 

Rent  of  tramways  (offices. 

stables,  and  sheds) 

40,078 

42 

40,525 

no 

3 ’64 

Rates,  taxes,  and  turn- 

pike  tolls . 

67,987 

72 

2-83 

39,782 

108 

3'57 

Compensation  for  per- 

i'o6 

soual  ini'ury  . 

27,972 

29 

10,245 

28 

'92 

Legal  and  parliamentary 

9,241 

10 

•38 

15,853 

43 

1-42 

Sundry . 

80,741 

86 

3’36 

45,351 

123 

4-07 

Totals  . 

2,402,800 

2,535 

ICO’OO 

1,113,094 

3,024 

lOO'OO 

In  1869 — 71  the  North  Metropolitan  and  the  tramways  consti¬ 
tuting  the  London  Tramways  Company  were  authorised  to  lay 
various  lines  in  the  north,  south,  and  east  of  London.  In  the 
beginning  of  1873  a  total  length  of  42  miles  of  tramway  had 
been  opened  in  the  streets  of  the  metropolis  ;  the  length  was 
increased  to  61  miles  in  1876,  and  to  120  miles  in  1891. 

Acts  were  applied  for  and  obtained,  authorising  the  construction 
of  tramways  in  many  cities  and  towns  in  the  provinces  ;  and  at 
June  30,  1892,  the  lengths  of  line  open  for  public  traffic  were: — 

Miles  open, 

June  30,  1892. 

England  and  Wales  ......  750 

Scotland  ........  84 

Ireland  .  .  .  .  .  .  .  .  112 

United  Kingdom  .....  946 

*  For  the  Total  Working  Expenditure  for  the  year  ending  June 
30,  1893,  see  Appendix  C  (p.  729). 


METROPOLITAN  TRAFFIC. 


49 


Nearly  i,ooo  miles,  or  an  average  oi  43  miles  per  year  for  twenty- 
two  years.  From  this  remarkable  expansion  of  tramway  lines  to 
meet  the  wants  of  the  public,  one  is  prepared  to  find  that  tramway 
conveyance  has  been  correspondingly  developed.  It  has  been 
estimated  that  in  London  alone  200,000,000  of  tramway  pas¬ 
sengers  were  conveyed  in  the  year  1891.  The  relative  importance 
of  this  volume  of  traffic  is  indicated  by  the  following  gross 
totals : — 


Metropolitan  Traffic  Passengers,  1891. 


Railway  passengers 
Omnibus  ,, 

Tramway  ,,  .  . 

Cab  and  steamer  passengers 


327  millions. 
200  ,, 

200  ,, 

50 


Total 


777  millions. 


Showing  that  upwards  of  one-fourth  of  the  whole  metropolitan 
passenger  traffic  was  conveyed  by  tramways  :  a  traffic  which  has 
sprung  into  existence  in  the  course  of  about  twenty  years. 

Nevertheless,  there  are  signs  of  an  abatement  of  the  expansion 
of  traffic  in  the  tramway  systems  of  the  country,  taken  together, 
in  the  following  returns  for  the  years  1891  and  1892  : — 


Year  endin<j  .... 

June  30,  1891. 

June  30,  1892. 

Increase 

or 

decrease. 

Per  cent. 

Total  capital  expended  . 

;^I4, 162,650 

;^T3,87o,234 

— 

2*0 

Length  of  line  open  for  public 

traffic ..... 

963  miles 

946  miles 

— 

1-8 

Number  of  horses  . 

29,012 

29,699 

2-3 

Number  of  locomotives  . 

579 

534 

— 

7*8 

Number  of  cars 

4,067 

4,020 

— 

I'l 

Total  number  of  passengers 

carried  .... 

565,621,478 

581,678,546 

+ 

2'9 

Number  of  miles  run  by  cars  . 

67,934,004 

70,018,365 

+ 

3-0 

Gross  receipts 

;^3,429,686 

;^3»53G43i 

+ 

3*0 

Working  expenses 

;^2,630,929 

;^2,853,356 

+ 

8-4 

Do.  per  cent,  of  gross  receipts 

76-5 

8o‘8 

Net  receipts  .... 

£79^>577 

;^678,o75 

— 

15-0  ^ 

Do.  per  cent,  of  gross  receipts 

i 

23'5 

I9’2 

1 

_ _ 1 

E 


50 


STATISTICS  OT  TRAMWAYS. 


In  this  statement  it  appears  that  though  the  car  mileage  run, 
the  number  of  passengers,  and  the  gross  receipts  in  the  year 
ended  June  30,  1892,  were  greater  than  in  the  previous  year, 
yet  there  was  a  reduction  of  the  net  receipts.  There  was  actually 
a  decrease  of  17  miles  in  the  length  of  line  open  for  public  traffic. 
The  number  of  horses  is  somewhat  larger,  but  locomotives  are 
fewer  by  forty-five  and  cars  by  forty-seven.  The  amount  of 
capital  has  also  shrunk  :  by  transfer  of  old  undertakings  to  new 
with  reduced  capital. 

The  tramways  of  London  taken  together  supply  instances  01 
very  various  lengths  and  costs.  They  embrace  a  total  length  of 
over  130  miles,  of  which  127J  miles  were  open  for  traftic  at  June 
30,  1 891,  as  detailed  in  the  following  Table,  No.  5: — 


Table  No.  5. — Summary  of  Tramways  in  London  Comparaiive  Lengths,  Capital,  and 

Receipts,  for  the  Year  ending  June  30,  1891. 


TRAM J FAYS  IN  LONDON,  51 


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Miles  run 
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d-  m  — 

1 

Capital 
expended 
per  mile 
open. 

LO  ^  m  LO 
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POOO  Pp  CO  PO 
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About  to  be  amalgamated. 


CHAPTER  II. 


CAPITAL,  RECEIPTS,  Sf  WORKING  EXPENDITURE 
OF  THE  NORTH  METROPOLITAN  TRAMWAYS. 

The  North  Metropolitan  Tramways  is  the  largest  system  in  the 
United  Kingdom,  49  miles  in  length  ;  next  in  order  of  length 
being  the  Bury  system,  33!  miles,  the  Dublin  United,  about  33 
miles,  and  the  Glasgow  Corporation,  about  30I  miles  in  length. 
The  receipts  are  one-fifteenth  of  the  total  receipts  for  the  tram¬ 
ways  of  the  United  Kingdom.  The  North  Metropolitan  was 
opened  on  May  9,  1870.  The  horse  power  was  hired  from  the 
London  General  Omnibus  Company.  The  sum  of  6fd.  per  mile 
run  by  cars  was  paid  for  horse  hire,  which  included  the  cost  for 
maintenance,  wear  and  tear,  and  renewal  of  horses,  wages  of 
keepers,  rent  of  stables,  and  harness.  In  short,  as  Mr.  Hopkins, 
the  engineer  to  the  Company,  briefly  put  it,  the  horses  were 
brought  to  the  cars,  harnessed,  and  worked  for  6|d.  per  mile  run. 
This  contract  was  terminated  at  the  end  of  June,  1878,  when  the 
Tramway  Company  commenced  to  work  the  traffic  with  a  stock 
of  horses  of  their  own.  Under  the  contract  each  car  on  duty 
generally  performed  70  miles-run  per  day,  and  required  an  active 
stud  of  eleven  horses,  of  which  five  pairs  were  on  duty  with  the 
car  daily,  leaving  one  spare  horse.  By  the  terms  of  the  contract 
each  pair  of  horses  was  not  to  work  less  than  14  miles  nor  more 
than  16  miles  in  one  day.  For  five  pairs  of  horses  the  mileage 
traversed  was  from  70  to  75  miles  per  day,  or,  for  5^^  pairs  of 
horses,  i2f  miles  per  pair  per  day.  Horses  were  put  to  the  work 
at  five  years  of  age,  and  the  “  life  ”  of  a  horse  on  tramway  work. 


NORTH  METROPOLITAN  TRAMWAYS. 


53 


according  to  Mr.  A.  G.  Church,  who  was  Secretary  and  Manager 
of  the  Omnibus  Company,  was  four  years. 

The  state  of  the  total  capital  expenditure  at  the  ends  of  the 
three  years  1889,  1890,  and  1891  was  as  follows,  showing  an 
expenditure  at  the  rate  of  upwards  of  ;£3 1,000  per  mile  open  : — 


Capital  Expenditure,  1889 — 1891. 


Year. 

Miles  1  Lands, 

open  at  '  buildings, 
Dec.  31.  way,  &c. 

Working 

stock. 

Horses. 

Total. 

Total  per 
mile  open. 

1889 

1890 

1891 

L 

41  1,127,153 

41  1,174,711 

49  1,213,014 

£ 

60,550 

62,830 

66,430 

1 16,085 
124,791 
133.032 

£ 

1,304,686 

1.362,332 

1,412,476 

31.821 

33.227 

31.388 

In  October,  1891,  the  purchase  of  the  North  London  Tram¬ 
ways  by  the  North  Metropolitan  Company  was  sanctioned  by  the 
shareholders,  so  bringing  up  the  working  length  of  the  system 
from  41  miles  to  49  miles. 

The  way,  49  miles  in  length,  was  double  line,  with  the  excep¬ 
tion  of  4^  miles  of  single  way,  at  the  end  of  1891. 

The  return  of  working  stock,  as  at  December  31,  1891,  was  as 
follows : — 


Rolling  Stock  and  Horses,  December  31,  1891. 


Fully  equipped  street  cars  to  carry  52  passengers  each 

>>  >>  5^ 

, »  > )  4^  ’  ’ 

> )  ’  >  4*^  ’  > 

yi  , ,  ,  > 

Omnibuses  to  carry  26  passengers  each 

Carts,  traps,  vans,  and  trolleys  ..... 

Water-carts  ........ 

Forage  vans  ........ 

Brakes  ......... 

Horse  conveyances  ..... 


•  35 

•  4 

.  271 

.  62 

•  4 

-  376 

12 

.  64 

•  25 

10 
2 
2 


Total  rolling  stock  . 


491 


Horses 


3^587 


54 


STATISTICS  OF  TRAMWAYS. 


It  appears  that  much  the  greatest  number  of  the  cars — 72  per 
cent. — were  constructed  to  carry  46  passengers  each.  Next  in 
numerical  order  are  the  cars  for  holding  40  passengers — 16^  per 
cent. 

The  number  of  cars  per  mile  open  was  7 '67. 

The  numbers  of  cars  in  good  order  and  under  repair  in  the 
three  years  1889 — 91  were  as  follows  : — 


Cars  in  1889-91. 


Y  ear. 

In  good  order 
at  Dec.  31. 

LTnder  repair  j 

at  Dec.  31. 

Total  to 

Dec.  31. 

1889 

322 

20 

342 

1890 

336 

16 

352 

1891 

355 

21 

376 

Averages 

338,  or  947  % 

19^0^5-3%  1 

357 

1 

Ten  years  earlier  88  per  cent,  of  the  existing  stock  at  that  time 
were  in  good  order,  and  12  per  cent,  were  under  repair.  Twenty 
cars  were  purchased  at  the  rate  of  ;£i5o  each. 

The  stock  of  horses  required  to  work  the  traffic  numbered  3,587 
at  December  31,  1891  ;  or  at  the  rate  of  73*20  horses  per  mile 
open.  The  disposition  of  the  horses  was  as  follows  : — 

Horses  at  the  Ends  of  the  last  Six  Half-years  to 


December,  1891. 


End  of 
half-)fear. 

In  good 
condition. 

Sick. 

Lame 

! 

Total. 

Died  in 
^-year. 

Sold  in 
.Pyear. 

To¬ 

gether. 

June,  1889 

3>027 

21 

lOI 

3.149  ! 

I18 

123 

241 

Dec.,  1889 

2,963 

58 

^05 

3,126 

1  176 

II5 

291 

June,  1890 

3.239 

24 

83 

3.346 

1  156 

134 

290 

1  Dec.,  1890 

3.147 

97 

III 

3.355 

,  214 

109 

323 

'  June,  1891 

3.444 

60 

86 

3.590 

243 

69 

312 

Dec.,  1891 

3.386 

59 

142 

3-587 

315 

95 

410 

Averages 

3.201 

53 

105 

3.359 

204 

107 

3II 

It  is  seen  that  of  the  average  total  number  of  horses,  95*3  per 
cent,  were  in  good  condition,  and  4*7  per  cent,  disabled  :  say,  in 
round  numbers,  95  per  cent,  and  5  per  cent,  respectively. 


NORTH  METROPOLITAN  IRA  A/ If  A  VS. 


55 


With  respect  to  renewals  of  horses  it  may  be  taken,  for  purposes 
of  calculation,  that  the  horses  provided  for  the  augmentation  of  the 
stock  in  the  course  of  the  three  years,  from  3,149  to  3,587,  by  438 
horses,  lived  through  this  short  period ;  and  on  this  assumption 
the  total  deaths  and  sales  of  horses,  as  shown  in  the  statement, 
1,867  in  number,  are  to  be  charged  to  the  normal  number  of 
horses,  3,149.  They  make  59  per  cent,  of  this  number  for  three 
years’  work,  or  20  per  cent,  per  year.  At  this  rate  the  stock  is 
entirely  replaced  in  the  course  of  five  years,  indicating  that  the 
working  life  of  the  stock  is  five  years.  Four  hundred  and  seven 
horses  were  purchased  at  the  average  rate  of  ;£s6  los.  each. 

The  miles  run  by  cars,  the  receipts,  and  the  number  of  passen¬ 
gers  are  stated  in  the  following  tablets  : — 


Miles  run,  Receipts,  Passengers,  in  the  Three  Years 

1889 — 1891 . 


1  Year. 

JMiles  run 
by  cars. 

Receipts 
from  traffic. 

Sundry 

receipts. 

Total 

receipts. 

Per  cent,  j 
of  capital  ' 
expended. 

1889 

1890 

1891 

7,101,107 

7,366,668 

7.523,879 

380,497 

399.699 

414.3I3 

£ 

12,716 

14,986 

16,515 

393.213 

414,685 

430,828 

Per  cent.  1 
30-1 

30-4  ’ 

30-5  1 

Year. 

'  Average  length 
of  way  open 

Receipts 
per  average 
mile  open. 

Receipts 
per  mile  per 
week. 

Receipts 
per  car. 

Receipts  per 
mile  run. 

I  Miles. 

£ 

T 

d.  ; 

1889 

41 

9,280 

178-5 

I.II3 

12-85 

1890 

41 

9.749 

187-5 

1.136 

M'l  ! 

1891 

45 

9.207 

177-00 

1,102 

i3’i5  1 

Year. 

Number  of  Passengers. 

Receipts  from  passengers. 

Total. 

Per  car. 

Per  mile 
run. 

Total. 

Per 

passenger. 

1889 

1890 

1891 

66,458,568 

72,061,532 

75.323.550 

194.323 

204,720 

200,329 

9*4 

9-8 

10-05 

£ 

380,497 

399.699 

414.313 

d. 

274 

2-64 

2-64 

% 


56 


STATISTICS  OF  TRAMJFAYS. 


The  working  expenditure  for  the  three  years  1889 — 91  is  given 
in  the  annexed  tablet.  The  last  two  columns  are  added  to  show 
the  several  expenses  in  parts  of  the  total  expenditure  in  1891,  with 
the  costs  per  mile  run  by  cars  for  each  item. 


Working  Expenditure,  1889 — gi. 


Item. 

1889. 

1890. 

1891. 

1891. 
Propor¬ 
tional  parts 
of  total 
expendi¬ 
ture. 

1891. 

Expendi¬ 
ture  per 
mile  run. 

Direct  Expenditure. 

£ 

£ 

Per  cent. 

Pence. 

Running  expenses:  — 

130,226 

160,244 

46*34 

4*85 

Horsing 

137,250 

Wages  of  drivers 

and  pole-shifters 

3L374 

34.780 

38,004 

12-56 

1*21 

Repair  of  cars 

10732 

10, 1 14 

10,545 

3*55 

3o 

Maintenance  of  way 

25,172 

29,369 

25,090 

8*50 

•80 

Traffic  charges 

49  >23  9 

53.861 

60,046 

17*95 

i-gi 

General  charges  . 

9,021 

9.440 

11.367 

3*59 

*36 

Rent 

2,916 

3. Ill 

2,852 

•84 

-09 

Direct 

258,680 

277,925 

0 

00 

1— 1 

-f- 

00 

93*33 

9*55 

Contingent  Expenditure. 

Rates  and  taxes 

10,609 

10,933 

13,179 

3*94 

*42 

Licenses  and  excise 

duties  . 

1,235 

970 

983 

’29 

*03 

;  Compensation  and 

8,504 

i  law  charges  . 

9.79^ 

7.951 

2*44 

*27 

Contingent 

18,635 

19-854 

22,666 

6-67 

•72 

Total  Expenditure  . 

277,315 

^97,779 

330,814  i 

100-00 

10-27 

Do.  per  mile  open  . 

6,764 

7.263 

7,351 

— 

— 

Do.  per  mile  run  . 

d. 

9*39 

d. 

8-34 

d. 

10*37 

_ 

Do.  per  cent,  of  re- 

ceipts  . 

70*567o 

7i*797o 

.76*007^ 

] 

— 

— 

The  comparatively  high  rate  of  expenditure  in  1891  was  due  to 
the  rise  in  the  price  of  forage,  increase  of  wages,  and  unfavourable 


NORTH  METROPOLITAN  TRAM! PAYS. 


57 


weather.  The  running  expenses  for  the  last  half-year  are  detailed 
as  follows  : — 

Running  Expenses,  Half-year  December,  1891. 


s. 

d. 

Maize  . 

8,928^  quarters  @  28 

Id 

12,549 

Oats  . 

16,695 

@  17 

10! 

14,906 

Beans  . 

B243 

@  34 

04 

2,140 

Bran  . 

1,230  cwts. 

@  5 

9 

354 

Peas  . 

2,604!-  quarters  @  32 

od 

4.173 

Hay 

2,829!^  loads 

@  66 

o3 

9.346 

Straw  . 

810!-  ,, 

@34 

1,408 

Moss  litter  . 

•  •  • 

• 

• 

1.339 

Sundries 

•  •  . 

15 1 

Barging 

• 

637 

Per  mile  run. 

47.003 

= 

2'89d. 

Stable  wages  and  expenses 

. 

16,481 

= 

I'Ol 

Granary  wages  and  expenses 

• 

2.943 

= 

o-i8 

Repairs  to  harness 

. 

• 

1,448 

= 

0'09 

Shoeing 

. 

3.123 

= 

0-19 

Horse  depreciation  and  renewal  . 

. 

14,209 

= 

0-87 

Electric  haulage  . 

. 

• 

879 

= 

o‘05 

86,088 

5'3i 

Drivers  and  pole-shifters’  wages 

• 

• 

21,013 

= 

I'29 

107,101 

= 

6'6o 

The  item  of  horse  depreciation  and  renewal  is  constituted  in 
this  way : — The  loss  on  315  deaths  was  11,683,  less  the  amount 
received  for  carcases,  ^£’474 ;  say,  1,209.  The  loss  on  95 
cast  horses  sold  was  ^£3,52$,  less  ;£'523  the  ‘‘scrap  value,”  the 
net  amount  received  for  the  same,  leaving  ;£’3,ooo.  The  sum  of 
the  losses  is  ^£14,209  for  410  horses. 

The  receipts  for  manure  during  the  half-year  were  ;^5i2,  and 
deducting  this  sum  from  the  cost  for  forage,  leaving  ^{^46,491,  the 
horsing  expenses  per  horse  are  as  follows,  taking  for  divisor  the 
mean  of  the  numbers  of  horses  at  June  30  and  December  31,  1891, 
say,  3,589  horses  ; — 


58 


STATISTICS  OF  TRAMWAYS. 


Horsing  Expenses  per  Horse  per  Week  in  Half-year 

December,  1891. 


1 

1 

Per  horse. 

Half-year  ending 
Dec.  31st,  i8qi. 

Per  week. 

Provender  .  .  .  ... 

Stable  wages  and  expenses  .... 
Granary  ,,  ,,.... 

Repairs  to  harness  .  .  .  . 

Shoeing . .  . 

Loss  by  depreciation  and  renewals 

Total  actual  cost 

£  s.  d. 

1219  I 

4  I  I  10 

0164 

087 

0  17  5 

3  19  2 

s.  d. 

9  II^ 

3  6 

lh 

4 

8 

3  0 

23  12  5 

18  I 

Showing  that  the  cost  for  horsing  was  upwards  of  ^^23  in  the  half- 
year,  or  ;z{^47  in  the  year,  per  horse,  or  i8s.  per  week  per  horse. 

With  respect  to  the  cost  for  repair  and  maintenance  of  cars, 
particulars  of  which  with  mileage-run  are  subjoined,  it  appears 
that  the  average  annual  mileage-run  is,  say,  20,000  miles  per 
car,  or  57  miles  per  day;  and  that  the  average  annual  cost  for 
maintenance  and  repair  is  about  £^'^0  per  car,  or  •34d.,  say  ^d., 
per  mile  run. 


Mileage-run  and  Repair  of  Cars,  1889  -91. 


Year. 

Average 
number  of 
cars. 

Miles  run  bj'  cars. 

Cost  for  repairs. 

Total. 

Per  car. 

Total. 

Per 

car. 

Per 

mile 

run. 

Total. 

Per  day 
of  365- 

1889 

1890 

1891 

Cars. 

338 

347 

366 

Miles. 

7,101,107 

7,366,668 

7.523.879 

Allies. 

21,009 

21,229 

20,557 

IMiles. 

57’55 

58*16 

56-32 

£ 

10,732 

10,114 

10,545 

31*38 

28*73 

28*04 

Pence. 

•36 

*33 

*33 

Averages 

20,930 

57*34 

29*38 

*34 

With  respect  to  maintenance  of  way,  of  which  particulars  of  cost 
are  given  in  the  annexed  tablet,  the  way  has  been  and  is  in  course 


NORTH  METROPOLITAN  TRAMWAYS. 


59 


of  reconstruction  with  steel  girder  rails,  and  these  expenses  are 
taken  as  fairly  measuring  the  cost  for  maintenance  and  renewal  in 
})erpetuity. 


Maintenance  and  Renewal  of  Way,  1889—91. 


Year. 

Average 
length  open. 

Cost  for  maintenance  and  renewal  of  way. 

Total. 

Per  mile 
of  way. 

Per  sq.  yard 

of  way.’*'-' 

Per  mile  run 
by  cars. 

!Miles. 

£ 

Pence. 

Pence. 

1889 

41 

25,172 

614 

1475 

•85 

1890 

41 

29,369 

716 

17*18 

•94 

1891 

45 

25,090 

558 

13*39 

*80 

Averages . 

— 

— 

bzg 

15*11 

•86 

*  Allowing  10,000  square  yards  per  lineal  mile. 


It  thus  appears  that  the  cost  for  maintenance  and  renewal 
averages,  say,  per  mile  per  year,  or  i5d.  per  square  yard  of 

way,  or  ‘Sdd.  or  ^d.  per  mile  run  by  cars. 

The  Barking  Road  section  of  the  tramways  has  been  worked 
since  the  middle  of  1889  by  electric  traction,  under  a  contract 
made  with  the  General  Electric  Power  and  Traction  Company, 
who  work  the  line  at  a  charge  of  44d.  per  mile  run,  in  which  the 
wages  of  drivers  are  included.  The  Barking  Road  section  is  a 
short  single  line  of  way,  with  loops,  requiring  only  a  low  mileage- 
run  with  a  small  number  of  cars.  It  does  not  offer  such  facilities 
for  economy  of  working  as  would  be  available  on  a  longer  line. 
P>en  so,  the  given  rate  is  less  than  the  average  cost  per  mile  for 
horse  traction.  At  the  end  of  1889  the  electric  cars  had  run 
34,366  miles,  having  carried  469,095  passengers.  In  the  year 
1890  they  ran  77,841  miles,  and  in  1891  they  ran  76,398  miles. 
l"hey  ceased  running  in  1892.  There  were  five  electric  cars, 
which  ran  300  miles  daily,  or  60  miles  per  car,  with  one  change  of 
accumulators. 


CHAPTER  III. 


CAPITAL,  RECEIPTS,  AND  WORKING  EXPENDI¬ 
TURE  OF  THE  LONDON  TRAMWAYS. 

The  London  Tramways  were  opened  in  1871.  The  horsing 
was  done  by  the  Company  themselves,  except  the  horse  power  for 
the  Brixton  and  Clapham  lines,  and  for  other  services,  which  was 
supplied  by  the  London  General  Omnibus  Company  until  the 
middle  of  1873,  when  the  Tramway  Company  proceeded  to  horse 
the  whole  of  the  traffic  themselves. 

The  amounts  of  capital  expenditure  are  stated  for  the  three 
years  1889 — 1891,  as  follows  : — 


Capital  Expenditure,  1889 — 91. 


Years. 

Miles  open 
at  December 

31- 

Capital  expenditure  at  December  31. 

Total. 

Per  mile, 

£ 

£  i 

1889 

2lf 

593.364 

27,448 

1890 

2.2\ 

636,580 

28,610 

1891 

22f 

735.364 

32,502 

The  details  of  the  adjusted  expenditure  on  capital  account  at 
December  31,  1891,  are  as  follows  : — 


Capital  Expenditure 

AT  December  31, 

1891. 

Per  mile. 

T 

Tramways  opened  for  traffic 

334.360  or 

14.778 

Property  and  buildings 

208,378  ,, 

9,210 

Rolling  stock 

54.200  ,, 

2,396 

LONDON  TRAMWAYS. 


6l 


Per  mile. 


Horses  and  mules 

ii7>334 

or 

5.185 

Machinery  and  plant 

16,130 

J  > 

713 

Harness  and  equipments  . 

3>765 

y  y 

166 

Office  furniture  .... 

644 

y  y 

29 

Advertising  plant 

551 

y  y 

24 

735.362 

y  y 

32,501 

The  stock  of  cars  and  omnibuses  was  as  follows,  showing  that 
the  one-horse  cars  were  not  increased  in  number,  whilst  the  number 
of  pair-horse  cars  was  increased  about  30  per  cent.  : — 


Cars  and  Omnibuses. 


At 

Pair-horse 

cars. 

One-horse 

cars. 

Omnibuses. 

Total. 

June,  1889  . 

201 

24 

29 

254 

Dec.  ,, 

206 

24 

29 

259 

June,  1890  . 

230 

25 

37 

292 

Dec.  ,, 

233 

25 

37 

295 

June,  1891  . 

238 

25 

38 

301 

Dec.  ,, 

258 

25 

37 

320 

Horses  and  Mules. 


At 

Horses  and 
mules. 

Added  during 
half-year. 

Sold. 

Unfit  for 
work. 

June,  1889  . 

2,706 

307 

195 

42 

Dec.  ,, 

2,840 

351 

217 

73 

June,  1890  . 

3.21I 

61 1 

240 

98 

Dec.  ,, 

3.226 

301 

286 

132 

June,  1891  . 

Dec.  ,, 

3.287 

312 

251 

84 

3.451 

392 

228 

71 

Average 

3.120 

379 

236 

82 

On  the  basis  of  a  stock  of  2,706  horses  and  mules  in  June, 
1889,  as  explained  in  the  preceding  chapter,  it  appears  that  236 


62 


STATISTICS  OF  TRAMWAYS. 


per  half-year,  or  472  per  year,  were  sold  and  renewed  out  of 
“  additions,”  and  the  average  life  thus  indicated  was  (2,706  -J- 
472  =)  57  years. 

The  miles  run  by  cars,  the  receipts,  and  the  numbers  of  pas¬ 
sengers,  are  subjoined  : — 


Miles  run,  Receipts,  and  Passengers,  1889 — 91. 


Year, 

Miles  run 
by  cars. 

Receipts 
from  traffic. 

Sundry 

Receipts. 

Total 

receipts. 

Per  cent, 
of  capital 
expended. 

1889 

1890 

1891 

6,468,224 

7^248,591 

7>755.898 

280,418 

312,098 

312,767 

£ 

3,036 

4,364 

4,819 

£ 

283,454 

316,462 

317,586 

per  cent. 

48-9 

5i’4 

48 -6 

Year. 

Average 
length  of 
way  open. 

’  Receipts  per 
average  mile 
open. 

Per  mile 
per  week. 

Per  car. 

Per  mile 
run. 

1889 

1890 

1891 

Miles. 

2  of 

7  T 

0  0  -I- 

-^16 

£ 

13,743 

14,415 

14,154 

£ 

264-3 

277-2 

272-2 

1,105 

1,078 

1,023 

d. 

10-36 

10-45 

977 

1891 

Receipts  per  car  on  duty  (average  303)  =  ^1,032. 

Year. 

Number  of  passengers. 

Receipts  from  passengers.! 

Total. 

Per  car. 

Per  mile 
run. 

Total. 

Per  pas¬ 
senger. 

1889 

1890 

1891 

57,787,921 

62,584,016 

63,588,485 

225,294 

213,232 

204,793 

8-96 

8-48 

8-16 

£ 

280,418 

312,098 

312,767 

£ 

I  -16 

1-19 

I-IQ 

''  \ 

\ 

1891 

1 

Number  of  passengers  per  car  running  (av.  303)  =  209,863 
Do.  per  car  per  day  of  365  =  575 

L  ON  DON  TRAM  IVA  VS. 


63 


The  working  expenditure  for  the  three  years  1889-91,  here 
annexed,  is  given  according  to  the  classification  of  accounts 
followed  by  the  tramway  company.  The  statement  is  here  followed 
by  abstracts  of  the  horsing  expenses  and  the  traffic  expenses.  The 
wages  of  drivers  and  pole-shifters  are  charged  as  traffic  expenses, 
not  running  expenses,  as  is  done  by  the  North  Metropolitan 
Company. 


NVorking  Expenditure,  1889 — 91. 


Items. 

i88g. 

1890. 

1891. 

1891. 
Propor¬ 
tional 
parts  of 
total  ex¬ 
pendi¬ 
ture. 

1891. 
Expen¬ 
diture 
per  mile 
run.  j 

Horsing  expenses  . 

£ 

per  cent. 

Pence. 

103,222 

116,037 

133.058 

50-39 

4-09 

Traffic  expenses  . 

71,264 

80,791 

90,929 

3476 

2-09  ; 

General  expenses  . 

7,861 

6,096 

7.116 

2 ‘66 

-24 

Rates  on  way 

1,681 

2.057 

2,044 

•78 

'07 

Repairs  and  renewals  . 

30.949 

1,656 

30,283 

29.438 

10-99 

•^6 

Income  tax  . 

1,626 

1.658 

•42 

‘05 

Totals 

216,633 

236,890 

264,243 

100-00 

7*44  ’ 

Do.  per  mile  open 

10,503 

10,796 

11,804 

— 

—  ( 

Do.  per  mile  run  . 

8  •02^7. 

S'oyd. 

— 

— 

Do.  per  cent,  of  receipts 

0 

0 

0 

0 

0 

827o 

— 

Horsing  Expenses,  Half-year,  December,  1891. 


s. 

d. 

£ 

Maize  . 

10,058^ 

quarters  29 

0 

14.711 

Oats 

8,966 

?  J 

@  21 

I  of 

9,810 

Beans 

72 

y  y 

@35 

3? 

127 

Peas 

919 

y  y 

@  34 

o4 

1.565 

Lentils 

i.533t 

y  y 

@  29 

2 

2,239 

Bran 

3.507? 

cwts. 

@  5 

J4 

927 

Hay  and  clover  . 

3.635? 

loads 

@  63 

5? 

11.538 

Straw 

393* 

y  y 

@  32 

5? 

639 

Carried  forward 

, 

.2^41,556 

64  STATISTICS  OF  TRAMWAYS. 

£ 


Brought  forward  . 

4L556 

Sawdust  .  .  48,851  sacks  @  lo^d. 

2,164 

Sundries  ....... 

409 

Per  mile 

44,129 

= 

2-576 

Granary  wages  ...... 

1,187 

= 

•06 

Horsekeeper’s  wages  ..... 

i3>7o8 

= 

•80 

Shoeing  ....... 

00 

= 

•17 

Veterinar}'-  attendance  .... 

491 

= 

•02 

Rent,  rates  and  taxes  of  stables. 

2,305 

= 

•16 

Rent,  rates  and  taxes  of  granary 

250 

= 

•01 

Repairs  to  stables  ..... 

127 

= 

•qi 

Sundry  stable  expenses  .... 

434 

= 

•02 

Horse  renewal  ...... 

4,456 

= 

*25 

69,845 

= 

4.07 

Less  manure  ...... 

139 

= 

•01 

69,706 

= 

4-06 

Horsing  Expenses  per  Horse  per  Week,  Half-year 

December,  1891. 


Per  horse. 

Half-year 
Dec.  31, 

ending 

1891. 

Per  week. 

£ 

s. 

d. 

s. 

d. 

Provender  ...... 

12 

15 

7 

9 

10 

Granary  wages  ..... 

0 

6 

6 

0 

3 

Horsekeeper’s  wages .... 

3 

19 

6 

3 

Oi 

Shoeing  ...... 

0 

15 

1 1 

0 

7^ 

Veterinary  attendance 

0 

2 

10 

0 

I? 

Rent,  rates,  and  taxes  of  stables 

0 

13 

4 

0 

6 

Rent,  rates  and  taxes  of  granary 

0 

I 

5 

0 

Ow 

Repairs  to  stables  .... 

0 

0 

7 

0 

oi 

Sundry  stable  expenses 

0 

2 

6 

0 

Horse  renewal  ..... 

I 

5 

10 

I 

2 

Total  ..... 

20 

4 

0 

15 

8 

Less  manure  ..... 

0 

0 

92 

0 

oi^ 

20 

3 

^  2 

15 

LONDON  TRAMWAYS. 


65 


Traffic  Expenses,  Half-year  December,  1891. 


Drivers’  and  conductors’  wages 
Pole-turners  and  pointsmen 
Traffic  superintendence  ,  .  I 

Timekeepers’  wages  . 

Rents,  rates  and  taxes  of  car-sheds, 
and  offices  .... 
Car  lighting  and  oiling 
Car  washing  .... 


workshops. 


Track  cleaning  ....... 

Tickets  ........ 

Traffic,  stationery,  printing,  waybills,  &c.  . 
Traffic  manager,  cashiers,  clerks,  punch  foremen, 
cash  collectors,  &c.  .  .  .  .  . 

Ticket  check  ....... 

Salt  and  sand  ....... 

Punch  royalty  ....... 

Police  licenses  and  excise  .  .  .  .  . 

Compensation  ....... 


Per  mile  run. 

L 

34.533 

or 

pence. 

2’04 

794 

j  y 

•04 

575 

>  r 

•03 

429 

yy 

'02 

2.193 

)  y 

•IS 

■  275 

y  y 

*01 

D975 

y  y 

•12 

696 

y  y 

•04 

607 

y  y 

•03 

284 

y  y 

•01 

2,060 

y  y 

•12 

719 

y  y 

•04 

705 

y  y 

•04 

500 

y  y 

•03 

496 

y  y 

•02 

1.497 

y  y 

•08 

48,338  ,,  2-82 


Repairs  and  Renewals,  1889 — qi. 


1889. 

1890. 

1891. 

£ 

£ 

Permanent  way 

12,000 

12,000 

12,000  ' 

Rolling  stock 

9,268 

7,684 

6,451  : 

Leases  renewal  fund 

2,750 

3,000 

3,000 

•  Property  and  buildings 

2,409 

2,201 

1,852 

Machinery,  20°/^  per  annum 

on  expenditure  . 

2,330 

2,909 

3.539 

Harness  and  equipments. 

50%  on  expenditure  . 

2,018 

2,292 

2,402 

Office  furniture,  10%  on  ex- 

penditure  .... 

67 

65 

68 

Advertising  plant,  20%  on 

expenditure 

109 

131 

124 

Total  .... 

Do.  per  mile  run  . 

30,951 

Pence 

ri4 

30,282 

Pence 

I  '00 

29,436 

Pence 

•95 

F 


66 


STATISTICS  OF  TRAMWAYS. 


Maintenance  of  Way,  1889 — 91. 


Year. 

Average 
length  open. 

Cost  for  maintenance  of  way. 

Amount. 

Per  mile 
of  way. 

Per  square  yard 
of  way.* 

Per  mile  run 
by  cars. 

Miles. 

£ 

£ 

Pence. 

Pence. 

1889 

20| 

5.769 

279 

6-99 

*22 

1890 

21I# 

1 

9,402 

428 

10-15 

•31 

1891 

22/5 

15,296 

682 

16-36 

•48 

*  Allowing  10,000  square  yards  per  lineal  mile. 


Mileage  run  and  Repair  of  Cars,  1889—91. 


Year. 

Average 
number 
of  cars. 

Miles  run  by  cars. 

Cost  for  repairs. 

N  umber. 

Per  car. 

Per  car 
per  day 
of  3^5- 

Amount. 

Per  car. 

Per  mile 
run. 

1889 

1890 

1891 

256^ 

2935 

6,468,224 

7,248,591 

7,855,898 

25,217 

24  699 
25,300 

69-07 

67-66 

69-31 

£ 

9,267 

7,683 

6,451 

36-12 

26-14 

20-76 

Pence. 

•34 

•25 

•19 

Average 

25,072 

68-68 

— 

2y'oj 

•26 

The  Bill  lodged  by  the  Company  for  the  right  to  employ 
mechanical  power  by  cable  traction  on  the  line  between  Kenning- 
ton  Cross  and  Telford  Avenue,  received  Royal  Assent  in  1890. 
The  line  has  recently  (March,  1393),  been  opened  for  traffic. 


CHAPTER  IV. 

CAPITAL,  RECEIPTS,  AND  WORKING  EXPENDT 
TURE  OF  THE  LONDON  STREET  TRAMWAYS. 

These  tramways  were  first  opened  in  December,  1871,  with 
4I  miles  of  way.  The  length  of  way  open  at  December  31,  1891, 
was  13!  miles. 

The  horsing  power  was  hired  from  the  London  General  Omnibus 
Company,  from  the  time  of  opening  until  April,  1875,  when  the 
Tramway  Company  acquired  their  own  horses  and  worked  the 
line  themselves. 

The  total  capital  expenditure  at  the  end  of  the  three  years, 
1889 — 91,  was  as  follows  (for  a  length  of  13  J  miles — about 
^40,000  per  mile)  : — 


Capital  Expenditure,  1889 — 91. 


Y  ear. 

Miles 
open  at 
Dec.  31. 

Lands, 
buildings, 
way,  &c. 

Rolling 

stock. 

Machinery, 
harness,  &c. 

Horses. 

Total. 

Total  per 
mile  open. 

£> 

£ 

£ 

£ 

£ 

£ 

1889 

13? 

362,168 

24,681 

2,837 

39.535 

429,221 

39.928 

1890 

i3t 

364.748 

25.539 

2,627 

40.561 

433.475 

40.323 

1891 

i3t 

364,966 

25,882 

2,380 

42,248 

435.476 

40,509 

It  is  notable  that  the  capital  expended  per  mile,  on  the  three 


F  2 


68 


STATISTICS  OF  TRAMWAYS. 


London  companies  just  dealt  with,  vary  in  amount  in  some 
proportion  inversely  as  the  total  lengths  of  way,  thus ; — 


North  Metropolitan 

London 

London  Street 


Length  of  way. 

49  miles 


y  9 


Cost  per  mile. 

^31^388 

32,501 

40,509 


Miles  Run,  Receipts,  Passengers,  in  the  Three  Years 

1889 — 91. 


Year. 

Miles  run  by 
cars. 

Receipts  from 
traffic. 

Sundry 

receipts. 

Total 

receipts. 

Per  cent, 
of  capital. 

1889 

2,392,027 

119,498 

£ 

1,031 

120,529 

28 

1890 

2, 454-354 

127,705 

1,442 

129,147 

30 

1891 

2,492,929 

130,624 

1,522 

132,146 

3OY 

Year. 

Average  length 
of  way  open. 

Receipts  per 
average  mile 
open. 

Receipts  per 
mile  open 
per  week . 

Receipts 
per  car. 

Receipts 
per  mile 
run. 

Miles. 

£ 

Pence. 

1889 

i3t 

9,096 

174-9 

1,138 

12-09 

1890 

i3t 

9-767 

187-8 

1,171 

12-65 

1891 

i3t 

9-973 

191-8 

1,146 

12-72 

Number  of  passengers. 

Receipts  from  passengers. 

\  ear. 

Total. 

Per  car. 

Per  mile 

Total. 

Per 

run. 

passenger. 

Pence. 

1889 

22,720,062 

216,381 

9-4 

119-498 

1-26 

1890 

24,507,126 

224,836 

9-9 

127,705 

1-25 

1891 

24,310,829 

213,253 

9-7  ' 

130,624 

1-28 

i 

LONDON  STREET  TRAMWAYS. 


69 


Working  Expenditure  1889—91. 


1 

1891. 

Items  of  Expenditure. 

1889. 

1890. 

Total. 

Per  cent,  of 
total 

expenditure. 

1  Per 
mile 

1  run. 

Direct  Expenditure. 

1  ^ 

£ 

£ 

/  0 

1 

!  Pence. 

Horsing  . 

43,628 

45,090 

50,025 

44-93 

5-02 

Wages  of  drivers 
and  pole-shifters  . 

12,025 

12,845 

13,152 

11-82 

I '33 

Repairs  of  cars 

3,589 

3,829 

3,747 

3*37 

-38 

„  of  buildings 

566 

568 

600 

-54 

•06 

Maintenance  of  way 

6,175 

7,282 

7,607 

6-90 

'77 

Traffic 

16,981 

18,311 

20,347 

18-28 

2-04 

General  charges 

6,219 

6,311 

6,271 

5-63 

•63 

Rent,  rates,  and 
taxes  (on  buildings) 

2,225 

2,578 

2,760 

2-48 

•26 

Total  direct . 

96,408 

97,334 

104,589 

93-95 

10-49 

Contingent  Expenditure. 

Income  tax  and  rates 
(on  permanentway) 
gas  and  water 

3,900 

3,943 

4,651 

4-18 

'44 

Licenses  and  excise 
duties  . 

413 

359 

349 

*31 

•03 

Compensation  , 

1,143 

1,220 

884 

-80 

•08 

Legal  and  parlia¬ 
mentary 

819 

710 

846 

-76 

-08 

Total  contingent  . 

1 

6,275 

6,232 

6,730 

6-05 

'65 

Total  Expenditure 

102,683 

103,566 

111,319 

100-00 

11-14 

Per  mile  open  . 

9,552 

9,634 

10,355  ' 

d. 

d. 

d.  ^ 

Per  mile  run  . 

10-25 

10-12 

10-68  : 

Per  cent,  of  receipts 

857o 

80% 

0 

0^ 

00 

70 


STATISTICS  OF  TF  AM  WAYS. 


Horses  at  the  Ends  of  the  last  six  Half-years  to 

December  31,  1891. 


End  of  half-year. 

Number  of 
horses. 

Sold  and 
died. 

Added. 

1 

June,  1889  .... 

1, 1 10 

55 

120 

Dec.,  ,,  .... 

June,  1890  .... 

1,104 

67 

61  1 

LI43 

85 

124  1 

Dec.,  ,,  .... 

LI32 

68 

57 

June,  1891  .... 

LI59 

62 

89 

Dec.,  .,  .... 

LI77 

75 

93 

Averages 

i.I37 

69 

91 

Running  Expenses  Half-year  December,  1891. 


Maize 

•  •  • 

Qrs. 

4425 

s. 

@  27 

d. 

1 1 

£ 

6,171 

Oats 

•  •  * 

4>302 

@  18 

/ 

3>99^ 

Beans 

•  •  • 

150 

@  33 

6 

251 

Peas 

•  •  1 

307 

@  32 

9 

503 

Hay 

•  •  » 

Loads. 

L293 

@  65 

6 

4>235 

Straw 

•  •  • 

62 

@  33 

1 1 

105 

Bran 

•  •  • 

Cwts. 

196 

®  5 

58 

Moss  litter 

•  •  • 

• 

• 

• 

.  489 

Tares,  oatmeal. 

and  sundries 

• 

• 

• 

.  246 

Barging  and  cartage 

• 

• 

• 

•  473 

Less  manure 


Stable  foremen,  horsekeepers,  leader  boys, 
watchmen,  and  general  wages  . 

Granary  wages  and  expenses 
Miscellaneous  stable  expenses 
Repairs  to  machinery  ..... 
Veterinary  service  ...... 

Repairs  to  harness . 

Shoeing . . 

Horse  renewals . 


16,522 


95 

Per  mile  run. 

d. 

16,427 

=  3-16 

5.078 

=  ’96 

521 

=  *09 

39 

=  ‘01 

42 

=  *01 

145 

=  -03 

574 

=  *09 

998 

=  -18 

2,410 

=  ‘43 

26,234  =  4-96 


LONDON  STREET  TRAMWAYS, 


71 


Horsing  Expenses  per  Horse  per  Week  in  Half-year, 

December,  1891. 


Per  horse. 

H  al  f-year  endin  >. 
Dec.  3i8t,  1891. 

Per  week. 

£ 

s.- 

d. 

s. 

d. 

Provender . 

14 

0 

I 

10 

9i 

Stable  foremen,  horsekeepers,  leader 
boys,  watchmen,  and  general  wages 

4 

6 

7 

3 

4 

Granary  wages  and  expenses  . 

0 

8 

1 1 

0 

4 

Miscellaneous  stable  expenses  . 

0 

0 

8 

0 

i 

4 

Repairs  to  machinery 

0 

0 

9 

0 

Jl 

4 

Veterinary  service  .... 

0 

2 

6 

0 

I 

Repairs  to  harness  .... 

0 

9 

1 1 

0 

4^ 

Shoeing . 

0 

17 

0 

0 

8 

Horse  renewals . 

2 

I 

I 

0 

7 

Total  actual  cost 

22 

7 

6 

16 

Mileage  Run  and  Repairs  of  Cars,  1889—91. 


Year. 

Average 
number  ot 
cars. 

Miles  run  by  cars. 

Cost  for  repairs. 

Total. 

Per  car. 

Total 

Per 

car. 

Per 

mile 

run. 

j' 

Total. 

Per  day  of 

365. 

1889 

1890 

1891 

Car-. 

105 

109 

II4 

Miles. 

2,392,027 

2,454.354 

2,492,929 

Miles. 

22,781 

22,517 

21,868 

Miles. 

62*13 

61*67 

59-88 

3.589 

3.829 

3.748 

£ 

33*13 

35*12 

32-87 

Peni 

*35  i 

*37 

*36 

Averages  . 

22,392 

61*23 

— 

33*71 

•36 

72 


STATISTICS  OF  TRAMWAYS. 


Maintenance  and  Renewal  of  Way,  1889 — 1891. 


Year, 

Average 
length  open.' 

Cost  for  maintenance  of  way. 

Total. 

Per  mile  of 
way. 

Per  square 
vard  ot  way.* 

Per  mile  run 
by  cars. 

Miles. 

£ 

Pence. 

Pence. 

1889 

I3¥ 

6,175 

551 

13-2 

•62 

1890 

7,282 

677 

i6'2 

•71 

1891 

13? 

7,687 

713 

i7'i 

74 

*  Allowing-  10,000  square  yards  per  lineal  mile. 


The  tramways  in  the  Caledonian  Road  were  reconstructed  with 
steel  girder  rails  in  1889 — 90. 


CHAPTER  V. 


CAPITAL,  RECEIPTS,  AND  WORKING  EXPENDI¬ 
TURE  OF  THE  SOUTH  LONDON  TRAMWAYS. 


The  through  routes  of  these  tramways  were  opened  in  the  course  of 
1884.  The  subjoined  statistics  relate  to  the  years  1889  to  1891  : — ■ 


Capital  Expenditure,  1889  —1891. 


Year. 

4-> 

n  M 

1/  <0 

• 

0  0 

aQ 

Lands,  build¬ 
ings,  way,  &c. 

Rolling  stock. 

Preliminary  and 
Parliamentary 
expenses. 

Machinery 
and  plant. 

Harness  and 
equipments. 

Office 

furniture. 

Advertising 

plant. 

Horses. 

Total. 

Total 

per 

mile 

open. 

£ 

£ 

£ 

£ 

1889 

12 

303,979 

14,280 

20,188 

1,856 

965 

100 

188 

22,195 

363,751 

22,198 

1890 

12  t'o 

308,363 

13,860 

20,188 

1,812 

948 

108 

150 

21,793 

367,222 

28,467 

1891 

1  0 

’  ^  10 

328,667 

14,280 

1,793 

I, no 

100 

96 

21,160 

367,206 

28,466 

Rolling  Stock  and  Horses,  1889—1891. 


1 

1 

1889. 

1890. 

i8qi. 

Cars  ..... 

86 

86 

86 

Omnibuses  .... 

16 

I  ^ 

16 

' 

102 

99 

102 

Horses 

772 

758 

736 

74 


STATISTICS  OF  TRAMWAYS. 


Horses  at  the  Ends  of  the  Last  Six  Half-years  to 

December  31,  1891. 


Total 

number. 

Added. 

Sold  and 
died. 

Sick. 

Lame. 

June, 1889 

764 

73 

69 

I 

13 

Dec.,  ,, 

772 

60 

52 

5 

20 

June,  1890 

785 

72 

59 

7 

13 

Dec.,  ,, 

758 

49 

76 

19 

June,  1891 

788 

132 

102 

6 

34 

Dec.,  ,, 

736 

48 

100 

4 

28 

1 

1 

Averages  . 

767 

72 

76 

4 

21 

Miles  run,  Receipts,  Passengers,  in  the  three  Years 

1889 — 1891. 


Year. 

Miles  run. 

Receipts 
from  traffic. 

Sundry 

receipts. 

Total 

receipts. 

Per  cent,  of 
capital. 

1889 

1890 

1891 

L738,333 

L757»885 

1,746,074 

7LI32 

73,822 

75,490 

£ 

819 

999 

1,178 

71,951 

74,821 

76,668 

1978  7. 
20-37  L 
20-88 

Average 

Receipts  per 

Receipts 

Receipts 

Receipts 
per  mile  run 

Year. 

length  of  way 

average 

per  mile 

per  car  and 

open. 

mile  open. 

per  week. 

omnibus. 

Miles. 

£ 

£ 

P>  nee. 

1889 

12“^ 

5.677 

109 

705 

9'93 

1890 

T  9  9- 

5,800 

111-5 

756 

10-23 

1891 

I  2-^ 

5.943 

H4’3 

751 

10-54 

Number  of  passengers. 

Receipts  from  I 

passensrers.  ] 

Year. 

Total. 

Per 

vehicle. 

Per  vehicle 
per  day  of 

365. 

Per  mile 
run. 

Total. 

Per 

passenger. 

1889 

15,671,679 

1.53,644 

421 

9-01 

71,951 

Pence. 

I'lO 

1890 

16,314,910 

166,817 

457 

9-26 

74,821 

1*10 

1891 

16,666,858 

163,302 

447 

9*54 

76,668 

I-II 

SOUTH  LONDON  TRAMWAYS. 


75 

The  mileage-run  and  earnings  in  1889  are  given  separately  for 
main-line  cars,  cross-line  cars  and  omnibuses,  and  one-horse  cars, 
as  shown  in  the  following  tablet : — 


Miles  run,  and  Earnings  by  Cars  and  Omnibuses 

SEPARATELY,  1889. 


Vehicles. 

Miles  run. 

Earnings. 

Per  mile  run . 

Main-line  cars  .... 
Cross-line  cars  and  omnibuses. 
One-horse  cars .... 

Total  .... 

1,248,691 

39T599 
95  >043 

53,348 

15,945 

1,839 

Pence. 

I0'24 

970 

4-64 

1.738,333 

71,132 

io'i6 

Reduced  to  pair-horse  mileage  by  calculating  every  two  miles 
run  by  a  one-horse  vehicle  as  being  equal  to  one  mile  run  by  a 
pair-horse  vehicle. 


Total  ..... 

1,690,812 

71,132 

loqi 

Working  Expenditure,  1889—1891. 


Items. 

1889. 

i8go. 

1891. 

1891. 

Propor¬ 
tional  parts 
of  total  ex¬ 
penditure. 

1891. 

Expendi¬ 

ture 

per  mile 
run. 

£ 

Per  cent. 

Pence. 

Horsing  expenses 

29,715 

30,020 

36,619 

50-91 

5-05 

Traffic  expenses  . 

21,324 

23,649 

24,028 

33  HO 

3-25 

General  expenditure  . 

1,644 

2,217 

1,702 

2-36 

•24 

Rates  on  permanent  wa\ 

12 

1 1 

10 

— 

•  . 

Repairs  and  renewals  . 

10,268 

11,383 

9,542 

13-33 

1-32 

Total  expenditure  . 

62,963 

67,280 

71,901 

lOO'OO 

9*86  1 

Do.  per  mile  open 

4,881 

Pence. 

5,215 

Pence. 

5,573 

Pence. 

— 

_ 

Do.  per  mile  run  . 

8-86 

9-23 

9’86 

— 

— 

Do.  per  cent,  of  receipts 

88-4  7o 

90% 

92  "4  7o 

76 


STATISTICS  OF  TRAMWAYS. 


Horsing  Expenses,  Half-year, 

December, 

1891. 

Qrs.  Bushls.  s. 

d. 

Maize 

.  2,427  5  @  30 

9 

3.733 

Oats 

.  3.467  0  @  20 

1 1 

3.629 

Beans 

27  7  @  38 

0 

53 

Loads.  Tr. 

Clover 

249  13  @  64 

10 

809 

Cwts.  Qrs. 

Bran 

550  2  @  6 

0 

166 

(t)rs.  Bus. 

Peas 

100  0  @  36 

6 

183 

Cwts.  Qrs. 

Oatmeal  . 

34  2  @  14 

8 

25 

Lds.  Trs. 

Hay  .... 

488  33  @  57 

5 

1.405 

Straw 

241  6  @  32 

0 

385 

Tons.  Cvvt. 

Moss  Litter 

219  5  @  24 

6 

269 

Sundries  . 

•  •  •  • 

• 

.  70 

Per  mile  run 

10,736 

=  2  •94(^. 

Granary  wages 

•  •  •  • 

296 

=  'oS 

Horsekeepers’  wages 

•  •  •  • 

2,869 

=  -81 

Shoeing  . 

•  •  •  • 

711 

=  -18 

Veterinary  attendance 

•  •  •  • 

150 

=  -04 

Rent,  rates  and  taxes  of  stables 

690 

=  -18 

Rent,  rates  and  taxes  of  granary 

46 

=  *01 

Sundry  stable  expenses 

•  •  •  • 

125 

=  *03 

Horse  renewal . 

•  •  •  • 

3,061 

=  -89 

00  1 
! 

=  5-16 

Horsing  Expenses 

PER  Horse  per 

week 

IN  Half-year, 

December,  1891. 


Per  horse. 

Half-year  ending 
Dec.  31,  1891. 

Per  week. 

Provender  .... 

s  d. 

13  18  10 

s.  d. 

10  9 

Granary  wages 

Horsekeeper’s  wages 

079 

0  3i  i 

3  14  9 

2  gi  ! 

Shoeing  ..... 

0  18  5 

0  84 

Veterinary  attendance 

0  3  10 

0  if 

Rent,  rates  and  taxes  of  stables 

0  17  II 

0  8i  • 

Rent,  rates  and  taxes  of  granary 
Sundry  stable  expenses  . 

0  12 

0  o|- 

033 

0  i4 

Horse  renewal 

3  19  4 

3  oi 

Total  actual  cost  . 

24  5  3 

18  7  1 

SOUTH  LONDON  TRAMWAYS. 


77 


Repairs  and  Renewals,  Half-year,  December,  1891. 


Permanent  way 
Rolling  stock  , 

Leases  renewal  fund 
Property  and  buildings 
Machinery 

Harness  and  equipments 
Advertising  plant 


Miles  run,  and  Repairs  of  Cars,  1889 — 1891. 


Per  mile  run. 

£ 

Pence. 

2,000 

=  -52 

1,476 

-  -40 

300 

=  -06 

524 

-  -14 

95 

=  ’02 

409 

=  *08 

24 

=  *01 

4,828 

=  1-23 

1 — 1891. 

Year. 

Average 

number 

of 

vehicles. 

Miles  run. 

Cost  for  repairs. 

Total. 

Per  vehicle. 

Total. 

Per  car. 

Per  mile 
run. 

i 

Total. 

Per  day 
of  365- 

Miles. 

Miles. 

Miles. 

£ 

d. 

i88q 

lOI^ 

L 73 8. 333 

17,126 

46*9 

10,268 

lOI’I 

1*40 

1890 

99 

L757.885 

17^758 

48-6 

11.383 

115 

i‘5i 

1891 

102 

1,746,074 

17,118 

46 '8 

9.542 

93*5 

1-32 

Maintenance  of  Way,  1889—1891. 


Year. 

Average 
length  open. 

Cost  for  maintenance  of  wa}’. 

Amount. 

Per  mile 
of  way. 

Per  sq.  yard 
of  way.* 

Per  mile  run 

I  j'  cars. 

Miles. 

£ 

Pence. 

Pence. 

1— 1 

00 

00 

0 

I2'9 

4,000 

310 

7 '44 

'55 

1890 

I2’9 

5,600 

434 

io'4i 

•78 

1891 

I2’9 

4,000 

310 

7'44 

'54 

Allowing  10,000  square  yards  per  lineal  mile. 


The  original  Meakins  way  continues  in  use ;  but  the  Barker  way 
has  been  nearly  all  replaced  by  steel  girder  rails. 


CHAPTER  VI. 

CAPITAL,  RECEIPTS,  AND  WORKING  EXPENDI¬ 
TURE  OF  THE  BIRMINGHAM  CENTRAL 
TRAMWAYS  COMPANY. 

The  operations  of  this  Company  are  conducted  on  the  four 
systems  of  haulage : — by  direct  steam  power,  horse  power,  cable 
power,  and  electric  power ;  and  they  afford  an  opportunity  of 
directly  comparing  the  motive  powers. 

The  Bristol  Road  line  was  reconstructed  and  adapted  in  1890 
for  electric  haulage. 


STEAM  DEPARTMENT. 


Miles  run,  Receipts,  Passengers,  in  the  Two  Years 

1890,  1891. 


Year. 

IMiles  run  bj' 
cars. 

Receipts  from 
traffic. 

Sundry 

receipts. 

Total 

receipts. 

Receipts  per 
mile  run. 

i 

£ 

£ 

£ 

Pence. 

■  1890 

1,169,883 

73.760 

824 

74.584 

i5’38 

1891 

1 

1,184,401 

76,454 

884 

77.338 

i5’64 

Number  of  passengers. 

Receipts  from  passengers.  | 

X  i^ar. 

Total. 

Per  mile  run. 

Total. 

Per  passenger.  1 

i8go 

13,797,864 

I  i'8o 

£ 

73,760 

Pence. 

1*26 

1891 

14,242,827 

I2‘0I 

76,454 

1*28 

BIRMINGHAM  CENTRAL  TRAMWAYS. 


79 


The  working  expenditure  for  the  two  years  1890  and  1891  is 
given  in  the  following  table.  The  percentages  of  the  several 
expenses  in  parts  of  the  whole  expenditure  in  1891  are  given  in 
the  second  last  column. 


Working  Expenditure  for  the  Two  Years  1890,  1891. 


1S91. 

Item. 

1890. 

Per  mile 
run. 

Total. 

Per  cent,  of 
total 

expenditure. 

Per  mile 
ruQ. 

Engines 

Car  repairs 

Traffic  expenses . 
Permanent  way 
and  buildings  . 
General  charges . 

£ 

27G19 

^74-^ 

7,694 

6,402 

4,926 

Pence. 

5‘6o 

•^6 

1-58 

1*31 

roi 

31,464 

i,6ii 

8,294 

7,640 

5,209 

Per  cent. 

58-03 

2*97 

15-29 

14-10 

9-61 

Pence. 

6-38 

*33 

1*68 

1*55 

1*05 

Total  expenditure 

48,085 

9-86 

54,218 

100*00 

10-99 

Do.  per  cent,  of 
receipts  . 

64  7o 

— 

70% 

— 

— • 

The  engine  power,  it  is  shown,  monopolises  nearly  onc-half  ot 
the  whole  working  expenditure.  The  expenditure  on  engine 
power  is  given  in  detail  in  the  following  tablet : — 


Details  of  the  Working  Expenditure  for  Engine 

Power  for  1890,  1891. 


1890. 

i8gr. 

Total. 

Per  mile  run. 

Total. 

Per  mile  run. 

1 

Wages 

Fuel  . 

Water  and  gas  . 
Stores . 

Sundries 

Repairs 

£ 

9,925 

7,428 

1,093 

1,406 

392 

7>o74 

Pence. 

2*04 

1*52 

*22 

*29 

•08 

1*45 

10,191 

9,357 

1,069 

1,721 

340 

8,786 

Pence. 

2-06 

1-90 

*22 

•35 

•07 

1*78 

Total  . 

27,318 

5-60 

31,464 

6*38 

8o 


STATISTICS  OF  TRAMWAYS. 


HORSE  DEPARTMENT. 


Miles  run,  Receipts,  Passengers,  in  the  Two  Years 

1890,  1891. 


Year. 

IMiles  run. 

Omnibuses. 

Tramway.s. 

Sundny  receipts. 

By  cars.. 

By  omni¬ 
buses. 

Receipts 

from 

traffic. 

Receipts 
per  mile 
run. 

Receipts  Receipt.' 
from  'per  mile 
traffic.  I  run. 

Total 

Do.  per 
mile  run. 

1890 

1891 

J3E93I 

131,528 

664,660 

506,196 

£ 

27,380 

23.507 

Pence. 

9-94 

II-I3 

£  Pence. 

5,222  1  9*46 
5,049  9-24 

£ 

827 

721 

Pence. 

•24 

•25 

Total  number  of 

Passengers  per 

Receipts  from  passengers. 

Year. 

passengers. 

mile 

run. 

Omnibuses. 

Trams. 

Cars. 

Omnibuses. 

Cars. 

Omni¬ 

buses. 

Total. 

Per  mile 
run. 

Total. 

Per  mile 
run. 

1890 

1,068,861 

3,054,266 

8-1 

4-6 

27,380 

Pence. 

9-8 

5,222 

Pence. 

9 ‘5 

1891 

1,114,388 

2,638,028 

8-5 

5*1 

23.507 

1 1  -I 

5.049 

9*2 

Working  Expenditure  for  the  Years  1890,  1891. 


1 

Per  mile 
run. 

tPqi. 

1 

j 

iSgo. 

Total. 

Per  cent, 
of  total  ex¬ 
penditure. 

Per  mile 
run. 

£ 

Pence. 

£ 

Per  cent. 

Pence. 

Horses,  including  \ 
Forage  and  wages  ( 

21,398 

6-45 

19,461 

74-86 

7 '33 

Vehicle  repairs 

1,281 

•39 

1,426 

5-48 

•54 

Traffic  expenses  . 
Way  and  build- 

3.944 

i’i9 

3.360 

12-93 

1-26 

ings  . 

304 

•09 

362 

1-40 

•14 

General  charges  . 

1,647 

•49 

1.392 

5-33 

•52 

Total  expenditure  . 

28,547 

8*61 

26,001 

1 00  00 

979 

Do.  per  cent,  of 

91% 

receipts 

88  7o 

"■  ■“ 

■  ■ 

— 

BIRMINGHAM  CENTRAL  TRAMWAYS. 


8l 


Details  of  the  Working  Expenditure  for  Horse 

Power  in  1890,  1891. 


Item. 

1890. 

1891. 

Total. 

Per  mile 
run. 

Total. 

Per  mile 
run. 

Wages  .... 
Forage  and  bedding 
Veterinary  and  shoeing  . 
Water  and  gas 

Harness  repairs 

Stable  utensils  . 

Sundries  .... 
Renewals  .... 

7,211 

11,144 

1,026 

163 

402 

I4I 

129 

I,  181 

Pence. 

2"I7 

3 '36 

■31 

•05 

*12 

•04 

•04 

•36 

6,479 

9.273 

1,052 

166 

424 

II6 

199 

I.I5I 

Pence. 

2*44 

372 

•40 

•06 

•16 

•04 

*08 

■43 

Total  . 

21,397 

6*45 

19,460 

7*33 

CABLE  DEPARTMENT. 

Miles  run,  Receipts,  Passengers,  in  the  Two  Years 

1890,  1891. 


Year. 

Miles  run. 

Receipts  from 
traffic. 

Sundry 

receipts. 

Total 

receipts. 

Receipts  per 
mile  run. 

£ 

Pence. 

1890 

459,806 

25,048 

164 

25,212 

13*16 

1891 

522,876 

27,781 

180 

27,961 

i3‘5i 

Year. 

Number  of  passengers. 

Receipts  from  passengers. 

Total. 

Per  mile  run. 

Total. 

Per  mile  run. 

1890 

4,261,050 

9*40 

25,048 

Pence. 

13*2 

1891 

5.241.362 

10*01 

27,781 

12*7 

G 


82 


STATISTICS  OF  TRAMWAYS. 


Working  Expenditure  in  the  Two  Years  1890,  1891. 


Item. 

1890. 

1891. 

Total. 

Per  mile 
run. 

Total. 

Per  cent,  of 
expend. 

Per  mile 
run. 

Haulage 

Cables  and  machinery 
Car  repairs  . 

Traffic  expenses  . 
Permanent  way  and 
buildings  . 

General  charges . 

4,876 

L843 

747 

2,349 

148 

L717 

Pence. 

2'55 

•96 

'39 

I  ‘22 

•08 

*90 

£ 

5,242 

2,078 

1 ,81 1 
2,820 

279 

1,565 

Per  cent. 
38’00 
15-07 
13-12 
20-45 

2-02 

II'34 

Pence. 

2-41 

•95 

-83 

1-30 

•13 

-71 

Total  expenditure 

11,680 

6’IO 

13,795 

100-00 

6'33 

Do.  percent,  of  receipts 

48% 

— 

50  7„ 

— 

— 

« 

Details  of  the  Working  Expenditure  for  Cable  Power 

IN  1890,  1891. 


1890. 

M 

o^ 

00 

H 

1 

Total. 

Per  mile  run. 

Total. 

Per  mile  run. 

Wages 

Fuel  . 

Stores  . 

Water  and  gas  . 
Sundries 

2,819 

1,264 

574 

131 

89 

Pence. 

1-47 

-66 

-30 

-07 

'05 

3,181 

1,446 

/)0I 

152 

62 

Pence. 

I  -46 
*66 
•19 
•07 
•03 

Total  . 

bo 

2'55 

5,242 

2-41 

ELECTRIC  DEPARTMENT. 

Miles  run,  Receipts,  and  Passengers  for  1891. 


Year. 

Miles  run  by 

Receipts  from 

Sundry 

Total 

Receipts  per 

cars. 

traffic. 

receipts. 

receipts. 

mile  run. 

1891 

138,396 

00 

76 

CO 

Pence. 

15-18 

BIRMINGHAM  CENTRAL  TRAMWAYS. 


83 


Year. 

Number  of  passengers. 

Receipts  from  passengers. 

Total. 

Per  mile  run. 

Total. 

Per  passenger. 

1891 

i,i44Yi8 

8-54 

00 

Pence. 

i-8i 

Working  Expenditure  for  the  Year  1891. 


Item. 

1891. 

Total. 

Per  cent,  of  total 
expenditure. 

Per  mile  run. 

£ 

Per  cent. 

Pence. 

Electric  haulage  . 

2,971 

52-01 

5-15 

Machinery  . 

168 

2-96 

*29 

Car  repairs  . 

1T13 

19*12 

I ‘93 

Traffic  expenses  . 

772 

13*46 

I ‘34 

Permanent  way  and 

buildings  . 

78 

173 

•14 

General  Charges  . 

609 

10-72 

1-05 

Total  expenditure 

100-00 

9-90 

Do.  per  cent,  of  receipts 

65  7o 

— 

— 

Details  of  the  Working  Expenditure  for  Electric 

Power,  1891. 


Item. 

1891. 

Total. 

Per  mile  run. 

Pence. 

Wages  .... 

1,502 

2*60 

Fuel  ..... 

956 

1*66 

Stores  .... 

420 

73 

Water  and  lighting  . 

39 

*07 

Sundries  .... 

54 

*09 

Total 

2,971 

5*15 

G  2 


84 


STATISTICS  OF  TRAMWAYS, 


SUMMARY  OF  THE  FOUR  DEPARTMENTS. 

Miles  run,  Receipts,  and  Passengers,  for  Two  Years, 

1890,  1891. 


Year  ending 
June  30. 

]\Iiles  run. 

Passengers 

carried. 

Traffic 

receipts. 

Sundry 

receipts. 

Total 

receipts. 

1890 

1891 

2,426,280 

2,483.397 

22,182,041 

24,381,323 

£ 

131,409 

141,448 

,6 

1,806 

1,860 

133,215 

143,308 

Year. 

Length  open."’ 

Receipts  per  mile 
open. 

Per  mile  per  week. 

1890 

JNIiles. 

T 

2479 

5,373 

103*3 

1891 

2479 

5,781 

III*2 

Year. 

Number  of 

passeng-ers. 

Receipts  from  passengers. 

Total. 

Per  mile  run. 

Total. 

Per  passenger. 

Pence. 

1890 

22,182,041 

9*1 

133,215 

I ’39 

1891 

24,381,323 

9*8 

143,308 

1.40 

Passengers,  Receipts,  Expenses,  in  1890,  1891. 


Passengers  carried. 

Total  receipts. 

Working 

expenses. 

Net  profit. 

1890. 

1891. 

i8go. 

1891. 

1890. 

1891. 

1890. 

1891. 

Steam  . 
Horse  . 
Cable 
Electric . 

13,797,864 

4,123,127 

4,261,050 

14,242,827 

3,752,416 

5,241,362 

1,144,718 

T 

74,583 

33,419 

25,212 

£ 

77,338 

29,277 

27,961 

8,732 

T 

48,084 

28,573 

1 1,681 

£ 

54,219 

26,002 

13,975 

5,711 

T 

26,499 

7.417 

11.417 

£ 

23,119 

3,275 

14,166 

3,021 

BIRMINGHAM  CENTRAL  TRAMWAYS, 


85 


Receipts,  Expenses,  and  Profit  or  Loss,  per  Mile, 

1890  TO  1893. 


Year  1890 — gr  (June  30). 

!Miles  run  by 
cars  and  omni¬ 
buses  (horse 
department). 

Average 
receipts  per 
mile  run. 

Expenses  per 
mile  run. 

Net  profit 
per  mile  run, 

Steam 

Horse  . 

Cable  , 

Electric 

1,184,101 

637^24 

522,876 

138,396 

Pence. 

15-67 

1 1  -02 
12-83 

15-15 

Pence. 

10-99 

9-79 

6-33 

9-90 

Pence. 

4- 68 

1-23 

6-50 

5- 25 

Averages 

-  '  IV67 

!  1  ^ 

9-25 

4-46 

Yecir  1891 — 92  (June  30). 

]\Iiles  run  by 
cars  and  omni¬ 
buses  (horse 
department). 

Average 
receipts  per 
mile  run. 

Expenses 
per  mile  run. 

Net  profit 
per  mile  run. 

Steam 

Horse  . 

Cable  . 

Electric 

1,212,624 

634^551 

621,210 

188,760 

Pence. 

15-96 

11-20 

12-20 

13-25 

Pence. 

12-03 

9-96 

6-18 

15-39 

Pence. 

3-93 

1- 24 

6-02 

2- 14  (loss) 

Averages 

13-15 

10-89 

2-26 

Year  1892 — 93  (June  30). 

Miles  run  by 
cars  and  omni¬ 
buses  (horse 
department). 

Average 
receipts  per 
mile  run. 

Expenses 
per  mile  run. 

Net  profit 
per  mile  run. 

Steam . 

Horse  . 

Cable  . 

Electric 

1,225,996 

647,652 

641,161' 

140,993 

Pence. 

15- 99 

10-93 

12-69 

16- 38 

Pence. 

11-22 

10-12 

6-52 

16*55 

Pence. 

4-77 

-81 

6-37 

•17  (loss) 

Averages 

— 

13-99 

11-05 

2-94 

CHAPTER  VII. 


CAPITAL,  RECEIPTS,  AND  WORKING  EXPENDI¬ 
TURE  OE  THE  GLASGOW  TRAMWAY  AND 
OMNIBUS  COMPANY. 

At  December  31,  1880,  the  property  of  the  Company  stood  at 
^£’348, 224,  including  the  value  of  1,836  horses  and  mules,  178 
cars,  and  22  omnibuses.  The  length  open  for  traffic  was  19*89 
miles.  The  miles  run  in  the  year  1880  were  2,785,562;  the 
receipts  were  55,074  from  car  traffic,  from  omnibus 

traffic,  and  from  sundry  sources  6, 3 3 9,  amounting  together  to 
^^167, 400,  or  14*47  pence  per  mile  run.  The  expenditure,  irre¬ 
spective  of  reserves,  depreciation,  and  Corporation  charges, 
amounted  to  62*4  per  cent,  of  the  receipts,  or  pd.  per  mile  run. 

The  actual  working  capital,  after  allowing  for  depreciation,  was 
stated  to  be  as  follows  at  December  31,  in  the  three  years 
1889 — 91. 


Actual  Working  Capital  Expended,  1889—91. 


1889. 

1890. 

1891. 

£ 

£ 

£ 

Office  furniture 

335 

300 

250 

Cars  .... 

(233)  29,960 

(230)  23,000 

(230)77,250 

Omnibuses  . 

(30)  2,100 

(30)  1,800 

(24)  960 

Horses  and  mules 

(2768)  67,816 

(2881)  65,783 

(3149)  68,753 

Plant,  machinery,  &c.  . 

13728 

11,746 

12,905 

Harness,  stable  imple¬ 
ments,  &c. 

5.783 

5.205 

4,018 

Heritable  property 

181,229 

172,167 

167.347 

Totals 

£2gS,gsi 

;!^28o,OOI 

.^271,483 

GLASGOW  TRAMWAYS. 


87 


Miles  run,  Receipts,  and  Passengers,  1889—1891. 


Year. 

Miles  run. 

Receipts  from 
traffic. 

Sundry- 

receipts. 

Total 

receipts. 

Per  mile 
run. 

Per  day 

of  365- 

L 

£ 

Pence. 

£ 

1889 

4,388,019 

227,663 

8,772 

236,435 

12-93 

648 

1890 

4,481,825 

251.545 

8,130 

259.675 

13-91 

711 

1891 

not  given 

271. 715 

8,059 

279.774 

“ 

766 

Year. 

Average  length  open. 

Receipts  per  average 
mile  open. 

Receipts  per  mile 
per  week. 

iMiles  chains 

£ 

1889 

30  17 

7,866 

151-4 

1890 

30  17 

9.054 

174*2  i 

1891 

30  17 

9,260 

178-1 

Year. 

Number  of  passengers. 

Receipts  from  passengers. 

Total. 

Per  day  of 

365. 

Per  mile 
run. 

Total. 

Per 

passenger. 

1889 

1890 

1891 

45,812,940 

50,237,996 

52,208,605 

125,514 

137.665 

143.037 

10- 44 

11- 20 

£ 

227,665 

251.545 
271. 715 

Pence. 

1-19 

1*20 

1-24 

The  receipts  for  the  last  half-year  1891  are  here  given  in  detail, 
as  a  sample  : — 

Traffic  Receipts — 

Cars,  omnibuses,  cab  and  carriage  hiring,  and 

mails  ........  2^140,874 

Sundry  Receipts  — 


Manure  ...... 

i^i.322 

Parcels  carriage  to  suburbs 

301 

Advertising  on  cars,  omnibuses,  &c. 

1,521 

Discounts  and  abatements 

402 

Transfer  fees  ..... 

22 

Rents  ...... 

565 

4>i33 


Total 


;^i45>007 


88 


STATISTICS  OF  TRAMWAYS. 


The  Sunday  traffic  for  one  year  is  given  as  follows  ; — 


Sunday  Traffic. 


Half-yer 

December  31,  1888. 

ir  ending 

June  30,  1889. 

Miles  run  on  Sundays 

Do.  week  days 

Gross  receipts  on  Sundays^ . 

Do.  do.  per  mile  run 

Passengers  carried  on  Sundays  . 

123,815 
2,353^520 
;^6,225  4s.  2d. 
i2‘o68  pence. 
1,223,677 

1 19.345 

2.053,244 

;^6,245  IIS.  lod. 

i2‘056  pence. 

1,256,485 

Working  Expenditure  for  Three  Years,  1889 — 1891. 


1889. 

1890. 

o^ 

00 

M 

Proportional 
part  of  total 
expenses, 1891 

£ 

£ 

Per  cent. 

Traffic  expenses  . 

123,389 

131.759 

149,696 

64-98 

General  expenses 

16,635 

15,579 

14,457 

6-33 

Repairs  and  renewals  . 

27.304 

30,973 

35,136 

15-76 

Corporation  charges  . 

30,193 

30,048 

29,608 

12-93 

Total  expenditure  . 

;^^97.52i 

;^2o8,359 

^228,897 

100-00 

The  form  of  the  accounts  does  not  give  the  means  of  determin¬ 
ing  the  horsing  and  the  traffic  expenses  separately.  These  are 
combined  under  one  heading — Traffic  Expenses — the  details  of 
which,  with  those  of  general  expenses,  repairs  and  renewals,  are 
subjoined  for  the  sample  half-year  ending  December  31,  1891  : — 


GLASGOW  TRAMWAYS. 


89 


Traffic  Expenses  for  the  Half-year  ending 


December,  1891. 


Provender  and  litter  ..... 

£ 

41,204 

Proportion 
of  total. 
Per  cent. 

=  50‘33 

Wages  and  maintenance,  and  interest  for 
Ibrox  line  ...... 

33.874 

=  4i‘38 

Shoeing . 

2,604 

=  3'i8 

Veterinary  ....... 

97 

=  ‘12 

Lighting  ....... 

274 

'33 

Ticket  check  ...... 

860 

ro5 

Police,  licenses,  and  excise 

185 

_  -22 

Washing  and  cleaning  .  .  .  . 

884 

=  1*11 

Gas  and  water-rates  .  .  .  .  . 

506 

-  -61 

Oil,  waste,  salt,  and  sand  .  .  .  . 

255 

=  '31 

Uniforms . 

1,112 

=  I '36 

Total 

;z^8i,855 

=  lOO'OO 

General  Expenditure  for  Half-year  ending 


December,  1891. 


Salaries  .  .  .  .  . 

Directors’  fees  .... 

Audit  fees . 

Rents  and  feu  duties 
Rates  and  taxes 
Compensation  .  .  .  . 

Law  costs  .  ...  . 

Insurance  .  .  .  .  . 

Miscellaneous  .  .  . 

Printing,  stationery,  &c.  . 
Discount  on  tickets  . 

Interest  . 

Total 


£ 

Proportion 
of  total. 

Per  cent. 

1,238 

= 

1 7 '43 

300 

= 

4’22 

42 

= 

•58 

852 

11-99 

2,356 

= 

33'i6 

460 

r= 

6*47 

132 

= 

1-85 

843 

= 

11-86 

168 

= 

2-36 

187 

2-63 

237 

= 

3 '33 

293 

= 

4-12 

.^7.108 

= 

100-00 

90 


STATISTICS  OF  TRAMWAYS, 


Cost  for  Repairs  and  Renewals  for  Half-year 
ENDING  December,  1891. 


Horses  . 

•  «  • 

7.595 

Proportion 
of  total. 

Amount  written  olf  to 

reduce  the 

stock  price  to  £2\ 

•  •  • 

2,624  ^ 

Per  cent. 

- -  10,219 

=  58-93 

Harness  . 

•  *  • 

1,420 

=  8-i8 

Rolling"  stock 

• 

4,428 

=  25-52 

Machinery 

•  •  • 

502* 

=  2-92 

Buildings 

772 

=  4’45 

Total 

•  ;^i7.34i 

=  100-00 

Corporation  Charges  for  Half-year  ending 


December 

31,  1891. 

Proportion 
of  total. 

Per  cent. 

Interest  on  outlay,  &c.  . 

6,301 

=  42*45 

Sinking  fund  .  ,  .  . 

•  3.429 

=  23-11 

Mileage  rate  .... 

1,381 

=  9-30 

Renewal  of  tramways 

.  3,728 

=  25-14 

Total 

.^14.839 

=  1 00 '00 

The  average  cost  for  provender  consumed  by  each  stud  of 
10  horses  for  the  years  1889 — 91,  including  straw  and  moss  for 
litter  (less  amount  received  for  manure),  and  wages  of  carters  and 
others  engaged  in  connection  with  the  provender  department, 
was  as  follows  : — 


Half-year. 

£  s. 

d. 

June,  1889  .  .... 

99  8 

0 

December,  1889  ..... 

106  10 

8 

June,  1890  ...... 

98  14 

6 

December,  1890  ..... 

104  II 

I 

June,  1891  ...... 

108  19 

1 1 

December,  1891  ..... 

127  15 

7 

Average  for  six  months 

107  13 

Ih 

,,  per  horse,  for  six  months 

10  15 

4i 

,,  ,,  for  one  year  . 

21  10 

CHAPTER  VIII. 


CAPITAL,  RECEIPTS,  AND  WORKING  EXPENDI¬ 
TURE  OF  THE  EDINBURGH  STREET  TRAMWAYS. 

The  tramways  of  the  city  of  Edinburgh  have  been  constructed 
and  worked  under  very  considerable  difficulties,  municipal  and 
physical.  Laid  upon  long  and  severe  gradients,  these  tram¬ 
ways  are  more  difficult  to  work  than  any  other  tramway  system  in 
the  United  Kingdom.  The  horse-power  was  supplied  by  contract 
during  the  first  few  years,  in  the  course  of  which  the  contractor 
raised  his  terms,  insomuch  that  on  one  section  the  Company  paid 
him  the  abnormal  sum  of  tenpence  per  mile  run — not  unreasonable. 
For  though  the  Company  anticipated  that  not  more  than  three 
horses  would  be  required  to  work  the  system  at  any  point,  it  was 
found  that  for  working  on  the  steepest  gradients — on  Leith  Walk, 
North  Bridge,  and  Portobello  Road— four  horses  were  required. 

In  1874,  the  Company  terminated  the  contract  for  horse  power, 
acquired  all  the  horses  belonging  to  the  contractor,  and  com¬ 
menced  to  horse  the  lines  themselves.  The  price  paid  for  the 
horses,  at  a  valuation,  was  only  £22>  per  horse.  The  horses  were 
not  suited  for  the  service,  and  it  was  not  till  the  year  1876 
that  the  horses  thus  acquired  at  a  valuation  were  replaced 
by  others  suited  to  the  work.  On  some  of  the  gradients  the 
labour  is  excessive,  and  the  horses  are  very  sorely  tried.  From 
the  gradients  in  Leith  Walk,  averaging  i  in  32 — of  which  the 
maximum  gradient  is  i  in  14 — the  horses  are  shifted  every  few 
months  to  another  and  easier  section,  on  which  there  is  no  steeper 
gradient  than  i  in  25.  They  begin  to  recover  strength  after  having 
been  worked  for  some  time  on  the  easier  gradients,  and  they  are 


92 


STATISTICS  OF  TRAMWAYS. 


again  placed  on  the  severer  inclines.  “  But  for  such  a  rotation  ot 
duty,  the  horses,”  said  Dr.  Wood,  the  chairman  of  the  Company, 
would  not  last  at  all.  As  it  was,  they  lasted  a  shorter  time,”  he 
believed,  “  than  in  most  other  towns,  and  it  was  extremely  difficult 
to  keep  them  in  condition.” 

The  average  cost  for  horse  power  in  the  year  1876,  worked  by 
the  Company,  amounted  to  7|d.  per  mile  run  by  cars,  which  is 
probably  the  highest  rate  of  cost  in  this  country  for  tramway  work. 
Naturally,  the  number  of  miles  run  per  horse  is  less  in  Edinburgh 
than  elsewhere.  It  amounts  only  to  5*80  miles  per  day  of  313  in 
the  year. 

The  miles  run  during  the  two  years  ending  June  30,  1880, 
were  1,592,679  miles.  The  total  receipts  amounted  tO;£i23,669, 
or  at  the  rate  of  ^89  per  mile  per  week,  and  187  per  mile  run. 
The  horsing  expenses  were  at  the  rate  of  8d.  per  mile  run.  The 
cost  for  maintenance  of  way  and  works  amounted  to  ;£^6,576,  or 
to  ;£245  per  mile  open  per  year,  or  about  id.  per  mile  run.  But, 
for  the  last  year  alone,  to  June  30,  1880,  the  expenditure  on  the 
way  amounted  to  ^4,101,  or  per  mile,  or  i'22d.  per  mile 

run.  This  excessive  expenditure  was  incurred  in  renewing  the 
way  in  Princes  Street,  Leith  Street,  Catherine  Street,  Leith  Walk, 
and  Great  Junction  Street,  Leith,  after  having  been  open  for 
eight  or  nine  yeais. 

Here  follow  particulars  of  capital,  working  expenditure,  receipts, 
•See.,  for  the  three  years  1889 — 1891  : — 


Capital  Expenditure  for  Three  Years  i88g — 1891. 


Year. 

IMiles 
open  at 
Dec. 31. 

Preliminary, 
parlianientary, 
and  law  expenses. 

Land  tramways 
and  equipments. 

Buildings,  &c. 

Cars,  carriages, 
&c. 

Omnibuses. 

Horses. 

Total. 

Total 

per 

mile 

open. 

£ 

£ 

£ 

£ 

1889 

18J 

4L525 

215.667 

86,010 

12.671. 

1,303 

34,847 

392,023 

20,441 

1890 

18.^ 

41-525 

215,667 

84,822 

13,330 

1,133 

38,270 

394-747 

21,989 

1891 

i8i 

41,525 

218,472 

84,880 

13,976 

1,285 

42,502 

397,640 

21,848 

EDINBURGH  TRAMWAYS. 


93 


Cars,  Horses,  etc.,  at  December  31,  1889—1891. 


1889. 

1890. 

M 

ON  1 

00 

H 

Close  cars  .... 

63 

63 

65 

Canopy  cars  .... 

8 

10 

Open  cars.  .... 

10 

6 

6 

Omnibuses  „  .  .  . 

10 

8 

9 

Tourists  coaches  . 

4 

4 

4 

Total  rolling  stock  . 

87 

89 

94 

Horses  ..... 

895 

981 

958 

Miles  run,  Receipts,  and  Passengers,  1889—1891. 


\  ear. 

Allies  run 
by  cars. 

Miles  run 
by  omni¬ 
buses  and 
coaches. 

Total  miles 
run. 

Receipts 

from 

traffic. 

Sundry 

receipts. 

Total 

receipts. 

Per 

cent. 

of 

capital. 

1889 

1890 

1891 

1,396,904 

1,661,656 

C.603,497 

86,739 

60,073 

64,950 

1,483,643 

1,721,729 

1,668,447 

£ 

96,316 

113,708 

103,017 

£ 

5,656 

5,265 

4,808 

101.972 

118.973 
107,825 

Percent. 

26’02 

30’12 

27*13 

Year. 

Average  length 
of  way  open. 

Receipts  per 
average  mile 
open. 

Receipts  per 
mile  per  week. 

Receipts 
per  mile  run. 

Miles. 

Pence. 

1889 

i81 

5,603 

1077 

16*4 

1890 

18^ 

6,537 

125*7 

16*5 

1891 

i8i 

5,935 

114*1 

15-5 

Year. 

Number  of  passengers. 

Receipts  from 
passengers. 

With  cars. 

With 

omni¬ 

buses. 

With 

coaches. 

With 

work¬ 
men’s  cars 

Total. 

Per 

mile 

run. 

j  Per 
'total,  [pass¬ 
enger 

1889 

1890 

1891 

13,603,441 

16,507,488 

15,081,704 

166,419 

^36,297 

247H35 

264,525 

180,490 

120,372 

14,197,735 

16,728,682 

15,404,310 

9‘57 

974 

975 

,6 

96,316 

113,708 

103,017 

d. 

1*62 

1*63 

1*61 

322,606 

94 


STATISTICS  OF  TRAMWAYS. 


Working  Expenditure,  1889 — 1891. 


Item. 

1889. 

1890. 

1891. 

1891. 

Propor¬ 
tional  parts 
of  total  ex¬ 
penditure. 

1891. 
Expendi¬ 
ture  per 
total 

mile  run. 

£ 

Per  cent. 

Pence. 

Working  expenses  . 

15,160 

20,275 

19,108 

24-09 

2-74 

Horsing  expenses  . 

37>957 

42,120 

42,892 

54*25 

6-16 

Car,  omnibus  and 
carriage  repairs. 

and  renewals 

3-797 

4-572 

3-989 

5-01 

-56 

Maintenance  of  way 

4,869 

4-673 

4-597 

5*74 

-66 

General  charges 

7,148 

8-237 

8,697 

10-91 

1-24 

Total  expenditure  . 

68,931 

<0 

bo 

79  283 

100-00 

11-36 

Total  expenditure 
per  mile  open 

3-78^ 

4-388 

4-356 

Do.  per  total  mile 
run 

Pence, 

II'I4 

Pence. 

11*13 

Pence. 

11-36 

Do.  per  cent,  of  re- 

ceipts  . 

67*55 

67'I4 

74*48 

The  “working  ”  expenses  include  the  wages  of  drivers  and  trace- 
boys  or  pole-shifters.  The  horsing  expenses  are,  of  course,  by  so 
much  reduced,  and  they  cannot  be  directly  compared  with  the 
earlier  costs  for  horsing. 


Horsing  Expenses  for  Half-year  ending  December,  1891. 


Provender  and  litter  . 

Stable  wages  and  expenses 
Harness  .... 
Horse-shoeing  . 

Stable  and  machinery  repairs 
Renewal  of  horses 

Total 


Per  total  mile  run. 


£ 

Pence. 

14,222 

=  4*03 

.  3-650 

=  I  -03 

295 

=  -08 

986 

=  -28 

220 

=  *07 

2,229 

=  -63 

,  21,602 

=  6-12 

EDINBURGH  7R  AM  WAYS. 


Q5 


Horsing  Expenses  per  Horse  per  Week  for  Half-year 

ENDING  December,  1891. 


Per  horse. 


Provender  and  litter  . 

Stable  wages  and  expenses 
Harness  .... 
Horse-shoeing  . 

Stable  and  machinery  repairs 
Renewal  of  horses 

Total 


Per  horse. 

Per  horse 
per  week. 

£ 

s. 

d. 

s. 

d. 

14 

16 

10 

1 1 

5 

3 

16 

2 

2 

10 

0 

6 

2 

0 

I 

0 

7 

0 

9h 

0 

4 

8 

0 

2 

2 

6 

6 

I 

9 

22 

10 

1 1 

17 

4 

Horse  Renewals  in  1889 — 91. 


In  stock. 

Added. 

Renewed. 

June,  1889 

892 

30 

98 

Dec.,  1889 

895 

3 

91 

June,  1890 

1032 

137 

.  . 

Dec.,  1890 

981 

.  - 

58 

June,  1891 

950 

79 

Dec.,  1891 

958 

8 

91 

Averages  . 

951 

30 

69 

Mileage  run  and  Repairs  of  Cars,  1889—91. 


Year. 

1 

Average 
number  of 

IMiles  run. 

Cost  for  repairs  of 
cars,  omnibuses, 
and  carriages. 

By  cars. 

By  omnibuses 

and  coaches,  |  Total. 

&c. 

i 

Total. 

Per 

vehi¬ 

cle. 

Per 

total 

miles 

run. 

Cars. 

Omni 

buses, 

&c. 

Total. 

Per 

car. 

Total. 

Per 

vehi¬ 

cle. 

Total  for 
cars,  &c. 

IIS 

0 

1889 

i8go 

1891 

72* 

76} 

80 

142 

12^ 

122 

hides. 

L3Q6,904 

1,661,656 

1,603,497 

Miles. 

19,267 

21,721 

20,043 

Miles. 

86,739 

60,073 

64,950 

Miles. 

5,982 

4,806 

5,156 

Miles. 

1,483,643 

1,721,729 

1,608,447 

Miles. 

4,065 

4,717 

4,571 

£ 

3,797 

4,572 

3,989 

£ 
43‘7 
5i‘3 
40' 8 

Pence 

•61 

■63 

■56 

96 


STATISTICS  OF  TRAMWAYS. 


Maintenance  of  Way,  1889—91. 


Year. 

Average 
length  open. 

Cost  for  maintenance  of  way. 

t 

Total. 

Per  mile  of 
way. 

Per  sq.  yard 
of  way.* 

Per  mile  run 
by  cars. 

Miles. 

Pence. 

Pence. 

1889 

4,869 

267 

6’42 

77 

1890 

4.673 

256 

6*14 

•65 

1891 

4.597 

264 

6-33 

•66 

*  Allowing  10,000  sq.  yards  for  lineal  mile. 


CHAPTER  IX. 

CAPITAL,  RECEIPTS,  AND  WORKING  EXPENDI¬ 
TURE  OF  THE  ABERDEEN  DISTRICT  TRAMWAYS. 


Capital  Expenditure,  1889 — 1891. 


Year. 

Length 

open. 

Build¬ 

ings. 

Way. 

Cars  and 
Omnibuses. 

Horses. 

Harness 
carts,  &c 

Total. 

Per  mile 
open. 

1889 

m. 

ch. 

€ 

£ 

.6 

9 

4 

8,335 

39,201 

2,670 

3.024 

383 

53.613 

5,924 

1890 

9 

4 

8,689 

39,201 

2,410 

2,460 

368 

54,128 

5,981 

1891 

9 

4 

9^043 

39^285 

2,660 

3.700 

430 

55,118 

6,090 

Number  of  Horses,  1889 — 1891. 


June  30,  1889  ......  165 

Dec.  31,  1889  ......  161 

June  30,  1890 . 176 

Dec.  31,  1890  .  .  .  .  .  .  173 

June  30,  1891  ......  184 

Dec.  31,  1891  ......  185 


Receipts  and  Passengers,  1889 — 1891. 


Year. 

Traffic 

receipts. 

Sundry 

receipts. 

Total 

receipts. 

Per  cent, 
of  capital. 

£ 

£ 

£ 

Per  cent. 

1889 

15,345 

712 

16,057 

30-0 

1890 

16,637 

722 

17,359 

32-1 

1891 

17,368 

771 

18,139 

33'0 

H 


98 


STATISTICS  OF  TRAMWAYS. 


Year. 

Length  open. 

Receipts  per 
mile  open. 

Receipts  per 
mile  per  week. 

Aliles. 

chains. 

1889 

9 

4 

E774 

68*23 

1890 

9 

4 

1,918 

7376 

1891 

9 

4 

2,004 

77-07 

Number  of 

passengers. 

Receipts  from  passengers. 

Year. 

Total. 

Per  day  of  365. 

Total. 

Per  passenger. 

1889 

3,023,932 

8,284 

£ 

15,345 

Pence. 

I-2I 

1890 

3,271,507 

8,963 

16,637 

1-22 

1891 

3,430,449 

9,396 

17,368 

1-22 

Working  Expenditure,  1889 — 1891. 


1891. 

1889. 

1890. 

Total. 

Proportional 
part  of  total 
expenditure. 

£ 

Per  cent. 

Working  expenses, 
including  wages  of 
conductors, drivers, 

&c. 

3,432 

3,511 

3,777 

28-74 

Horsing  expenses  . 

5,445 

5-905 

6,921 

52-66 

Repairs  .  . 

909 

850 

922 

7-02 

General  expenses  . 

1,269 

1— 1 

00 

1,522 

11-58 

Total  expenditure  . 

11,055 

11,553 

13,142 

100-00 

Do.  per  mile  open. 

r,2i  I 

1,276 

1,452 

• — 

Do.  per  cent,  of 

receipts. 

68-84 

66-55 

72-45 

— 

ABERDEEN  TRAMWA  VS. 


99 


Horsing  Expenses,  Half-year  ending  December  31,  1891. 


Item. 

Total. 

Per  horse  per 
half-year. 

Per  horse  per 
week. 

£ 

s. 

d. 

s. 

d. 

Forage 

2,903 

15 

13 

10 

12 

I 

Condiment  . 

13 

0 

I 

5 

0 

o| 

Coals  .... 

18 

0 

I 

1 1 

0 

I 

Stable  furnishings 

31 

0 

3 

4 

0 

Horse-shoeing  . 

217 

I 

2 

4 

0 

10^ 

Stable  wages 

567 

3 

I 

3 

2 

4i 

« 

3,749 

21 

0 

I 

15 

7t 

Repairs,  Half-year  ending  December  31,  1891. 


Repairs  to 

harness 

£ 

53 

Proportion  of 
total. 

Per  cent. 

=  ii'68 

?  ? 

cars  . 

.  244 

=  5374 

7  7 

buses  . 

1 1 

=  2-42 

7  7 

buildings 

37 

=  8*15 

7  7 

implements  . 

9 

=  I ’98 

7  7 

permanent  way  . 

100 

=  22’03 

Total 

•  •  •  • 

•  454 

=  100-00 

Maintenance  of  Way,  1889 — 91. 


Year. 

Length  open. 

Maintenance  of  way. 

Total. 

Per  mile  of  way. 

Per  square  yard 
of  way."^ 

Miles. 

£ 

Pence. 

1889 

9io 

188 

20-7 

‘49  1 

1890 

9M) 

257 

28-3 

•68 

1891 

92^0 

238 

26-2 

•62  1 

Allowing  10,000  sq.  yards  per  lineal  mile. 


H  2 


CHAPTER  X. 


PROPERTY,  RECEIPTS,  AND 
WORKING  EXPENDITURE  OF  THE  BLACKPOOL 

ELECTRIC  TRAMWAY. 

Property  belonging  to  the  Company,  October  31,  1891. 


Tram  shed  ...... 

.  2,566 

Engines,  generators,  motors,  &c. 

•  3  >343 

Centre  channel  and  electrical  fittings  . 

•  8,435 

12  cars,  turntable,  and  traverser 

•  2,157 

Miscellaneous  capital  expenses  . 

641 

Total 

Miles  run,  Receipts,  and  Passengers,  for  Years 

1890,  1891. 


Year. 

Miles  run  by  cars. 

Traffic 

receipts. 

Adver¬ 

tising. 

Interest. 

1 

Total  receipts. 

£ 

1890 

92,000 

6,281 

183 

27 

6,491 

1891 

98,000 

7>038 

203 

7,241 

Year. 

Length 

open. 

Receipts  per 
mile  open. 

Receipts  per 
mile  per  week. 

Receipts  per  car. 

Receipts  per 
mile  run. 

Miles. 

£ 

£ 

£ 

Pence. 

1890 

2 

3>245'5 

62-4 

649-1 

16-38 

1891 

2 

3,620-5 

69-6 

603-4 

17-23 

BLACKPOOL  TRAMWAY. 


101 


Year. 

Number  of  passengers. 

1 

Receipts  from  passengers. 

Total. 

Per  car. 

Per  (  ar  per 
day  of  365. 

Per  mile  ' 

run.  1 

1 

Total. 

Perpassenger.' 

1890 

812,299 

81,229 

223 

8’82 

6,281 

Pence. 

I ’84 

1891 

933.652 

77,804 

212 

9’52 

7.038 

r8i 

Year. 

Number 
of  cars. 

Miles  run  by  cars,  | 

Total. 

Per  day  of  365. 

Per  car. 

Per  car  per  day 
of  365- 

1 

Miles. 

Miles. 

Miles. 

Miles.  ’ 

1890 

10 

92,000 

252 

9,200 

25*2 

1891 

12 

98,000 

268 

8,166 

22-3 

Working  Expenditure,  1890,  1891. 


1891.  1 

Items. 

1890.’ 

1891. 

Propor¬ 
tion  of 
total. 

1 

Per 

mile 

run. 

Repairing  centre  channel  (labour  and 

L 

Percent. 

Pence. 

materials)  .  .  .  • 

126 

145 

3*47 

*35  ^ 

Electrical  fittings  (repairing  arma- 

tures,  &c.)  ..... 

170 

192 

4'57 

*48 

Wheels  for  cars,  chain,  cast  bosses  and 

cog  rims,  &c.  ..... 

147 

135 

3-22 

*33 

Plumbers’  work  at  water  connections. 

&c.  .  .  .  .  •  •  •  • 

23 

78 

1*88 

-19 

Repairing  roadway  for  Corporation,  be- 

tween  rails  and  i8  ins.  outside  thereof 

1 13 

1— 1 

00 

4‘5i 

*47 

Wages  of  drivers,  conductors,  checkers. 

engineers,  stokers,  &c. 

1,778 

1,331 

34*14 

3*28 

Coal,  coke,  oil,  cotton  waste,  &c. 

281 

291 

6*92 

•71 

General  charges  ..... 

1,994 

1,830 

41*29 

4*44 

Total  expenditure 

4,032 

4,191 

100-00 

10-25  : 

Do.  per  cent,  of  receipts 

64*18 

59'9i 

— 

—  , 

Do.  per  mile  open 

2,016 

Pence. 

2,095 

Pence. 

— 

— 

Do.  per  mile  run  .... 

10*51 

10-25 

— 

— 

CHAPTER  XI. 


LONDON  GENERAL  OMNLBUS  COMPANY. 

The  management  and  experience  of  the  London  General  Omni¬ 
bus  Company  having  been  long-continued  and  successful,  it  will 
be  well,  in  the  first  place,  to  epitomise  some  of  the  results  of  their 
experience,  drawn  from  their  half-yearly  reports. 

In  1875 — 76,  a  considerable  proportion  of  the  business  of  the 
Company  consisted  in  supplying  horse-power  to  the  North 
Metropolitan  Tramways  Company.  It  is  not  possible,  therefore, 
to  deduce  from  the  accounts  the  net  cost  for  omnibus  service.  The 
following  epitome  contains  all  that  can  usefully  be  abstracted  for 
comparison  with  the  accounts  of  tramway  companies  : — 


Capital  Account,  Traffic,  Receipts  and  Expenditure, 

1875,  1876. 


Capital  in  property,  leases,  and  buildings 

1875- 

73,808 

CO 

•  0 

Stock-in-trade — omnibuses,  horses,  harness, 

goodwill,  and  appurtenances 

522,116 

521,540 

Total  ..... 

•  ;^595>924 

;^595G48 

Omnibuses  : — 

w  k 

Miles  run  ....... 

Average  number  of  omnibuses  on  daily 

11,619,606 

11,806,956 

duty  on  week  days  .... 

564 

568 

Ditto  on  Sundays  ..... 

460 

470 

Ditto  for  seven  days  a  week 

530 

554 

Miles  run  per  omnibus  on  duty  per  year  . 

21,130 

21,320 

Number  of  passengers  carried  by  omnibuses 

49,720,038 

51,157,946 

Ditto  per  mile  run . 

4'28 

4'33 

Average  number  of  horses 

7>9i3 

7^893 

LONDON  GENERAL  OMNIBUS  COMPANY. 


103 


Receipts  : — 

1875- 

1876. 

Ordinary  omnibus  traffic  and  hire 

53 7 >905 

544.056 

Horsing  tramway  cars  .... 

106,194 

100,573 

Manure  and  advertising  .... 

9447 

9,012 

Total  Receipts 

.^653, 546 

4^653,641 

Receipts  per  cent,  of  capital  in  property  at 
the  end  of  the  year  .... 

Receipts  from  omnibus  traffic  per  omnibus 

109-6% 

109*8  % 

on  duty  ...... 

;^978 

4'982 

Ditto  per  day  (365)  ..... 

.^1474 

^4491 

Ditto  per  omnibus  per  day 

£2  13s.  7d. 

£2  13s.  6id. 

Ditto  per  mile  run  ..... 

1 1  *1  id. 

I  i-05d. 

Ditto  per  passenger  ..... 

2 -bod. 

2*55d. 

Average  Working  Expenditure  for  two  years,  1875 — 76. 

Miles  run  per  year,  11,713,281. 

Direct  expenditure  : — 

Horsing,  including  renewal  of  horses 

Per  year. 

(7,903  horses) . 

^404,618 

Ditto  per  horse  ...... 

Maintenance  of  omnibuses  and  aprons  . 
Ditto  ditto  per  omnibus  on  duty,  552 

7^29,431 

4’53*3 

Ditto  ditto  per  mile  run  .... 
Traffic  charges,  including  wages  of  drivers 

o’bod. 

and  conductors  ..... 

;^ii5»883 

General  charges,  including  rents 

^27,410 

Total  ..... 

.4577442 

Contingent  expenditure  : — 

Rates  and  taxes  ..... 

4'2,776 

Excise  duties  and  licenses 

4‘2,586 

Compensation  and  law  charges  connected 

Per  mile  run. 

therewith  ...... 

;^3,620  or 

•047d. 

^8,982 

Total  expenditure 

4586,324 

104 


STATISTICS  OF  IF  AM  WAVS. 


The  numbers  of  new  omnibuses  that  were  constructed  as  re¬ 
newals  of  omnibus  stock  in  the  course  of  two  years  was  as 
follows  : — 


Half-year  ending  June,  1875 

.  '  9 

Ditto  December,  1875 

.  TI 

Ditto  June,  1876  .  .  .  . 

.  14 

Ditto  December,  1876  . 

•  13 

New  omnibuses  in  two  years 

•  47 

The  mileage  run  by  omnibuses  during  the 

same  period  amounted 

to  23,426,562  miles,  equivalent  to  498,440  miles  per  omnibus 
replaced.  The  life  of  an  omnibus  was  therefore  deducible,  in 
round  numbers,  as  500,000  miles.  Again,  the  average  annual 
number  of  miles  run  per  omnibus  on  daily  duty  was  21,225  miles. 
If  it  be  taken  at  21,000,  a  round  number,  the  average  life  in  years 
of  the  omnibuses,  supposing  that  they  were  on  duty  every  day  con¬ 
tinuously,  would  be  twenty-four  years.  But,  necessarily,  they  are  otf 
duty  for  repairs  from  time  to  time ;  and  though  the  accounts  did 
not  show  how  many  surplus  omnibuses  there  were  in  stock,  it  may 
be  assumed,  for  present  purposes,  that  80  per  cent,  of  the  whole 
number  was  on  daily  duty,  and  20  per  cent.,  or  a  fourth  more,  was 
in  reserve  and  under  repair.  Adding,  correspondingly,  a  fourth  to 
the  number  of  years  above  found,  thirty  years  is  arrived  at  as  the 
actual  life  in  time  of  an  omnibus. 

The  length  of  the  lives  of  the  horses  contrasts  unpleasantly  with 
the  length  of  life  of  the  omnibuses.  The  average  total  number  of 
horses  and  the  number  of  carcases  and  living  horses  sold  when 
unfit  for  duty,  during  the  years  1875-76,  were  as  follows: — 


Year. 

Average  total 
number  of  horses. 

Number 

sold. 

Per  cent, 
of  total. 

1875 

7.913 

1,889 

23*9  per  cent. 

1876 

7.893 

1.774 

22*5 

Average 

s  .  7,903 

1,832 

23'2 

showing  that  upwards  of  23  per  cent,  of  the  stock  of  horses  were 


LONDON  GENERAL  OMNIBUS  COMPANY. 


105 


old,  and,  of  course,  replaced  per  year.  From  these  data  it  follows 
that  the  whole  of  the  stock  of  horses  was  renewed  in 

TOO 

2^2  =  4-31  years; 

and  that  thus  the  life  of  an  omnibus  horse  was  4 '31  years;  varying 
from  4*2  years  in  1875  to  4*44  years  in  1876. 

Mr.  A.  G.  Church,  the  late  general  manager  and  secretary  of  the 
Company,  stated,  on  an  extended  basis  of  experience,  that  the  life  ot 
a  horse  varied  from  four  years  to  four  and  a  half  years  in  the  service ; 
four  years  on  tramway  service,  and  four  and  a  half  years  on  omnibus 
service.  The  shorter  life  of  the  tramway  horse  was  easily  accounted 
for  by  the  greater  effort  required  to  start  a  tramway  car,  in  conse¬ 
quence  of  the  greater  mass,  rigidity,  and  weight,  compared  with  the 
condition  of  an  omnibus ;  together  with  the  greater  frequency  of 
the  stoppages  to  which  the  tramcar  is  subject,  arising  from  the 
greater  number  of  passengers  carried  by  the  car,  and  from  the  num¬ 
ber  of  stoppages  incurred  in  addition  by  the  occasional  blockage 
of  the  tramway  by  other  vehicles.  The  frequently  repeated  efforts 
required  of  the  horses  to  start  the  cars  tell  disastrously  upon  their 
condition ;  for,  although  the  resistance  to  a  tramcar  on  a  tramway 
is  much  less  per  ton  than  the  resistance  to  an  omnibus  on  a  com¬ 
mon  road,  yet  the  effort  of  traction  required  to  start  a  tramcar  is 
much  greater  than  that  for  an  omnibus.  The  greater  frequency  ot 
the  stoppages  of  the  tramcar  for  passengers  than  of  the  omnibus 
was  proved  by  the  greater  number  of  passengers  per  mile  run  by 
the  car,  which  amounted  to  about  7^  passengers  per  mile  run  on 
the  North  Metropolitan  Tramways — worked  by  the  Omnibus  Com¬ 
pany — and  to  only  4'3o  passengers  per  mile  run  by  the  omnibus.  It 
is  very  probable,  taking  into  account  extra  stoppages  by  the  car 
and  by  the  omnibus,  that  the  former  was  stopped  and  started  at 
least  twice  as  frequently  as  the  latter. 

There  is  a  significance  in  the  correspondence  between  the  num¬ 
ber  of  horses  sold  and  replaced,  and  the  receipts  from  omnibus 
traffic  and  the  horsing  of  tramway-cars  in  the  two  years  1875 


106  STATISTICS  OF  TRAMWAYS. 

1876.  Thus,  in  1876  the  receipts  from  omnibus  traffic  were  about 
^6,000  greater,  and  those  from  tramways  were  about  the  same 
amount  less  than  in  1875.  The  easement  was  made  apparent  in 
the  smaller  number  of  horses  sold  in  1876  :  it  was  1,774  as  against 
1,889  sold  in  the  previous  year. 

The  proportional  number  of  carcases  and  living  horses  sold 
during  the  year  ending  June  30th,  1876,  were: — 


1,208  carcases  or  65  per  cent. 

676  living  horses  or  35  ,, 


1,884  sold 


100 


showing  that  two-thirds  of  the  horses  that  were  sold  either  died  or 
were  worn  out  in  the  service,  and  that  a  third  were  sold  as  only  fit 
for  agricultural  work — too  weak,  or  affected  with  bent  knees. 
From  the  results  of  more  extended  data,  Mr.  Church  stated  that 
the  proportion  of  carcases  and  living  horses  sold  were  about  60  per  . 
cent,  and  40  per  cent.  The  horses  were  purchased  at  about  the 
age  of  five  years  for  about  each,  and  they  were  sold  when 

worn  out  for  ;£'9  or  ;2Cio.  For  agricultural  service  they  fetched 
on  re-sale  sometimes  as  much  as  ^16,  ^17,  or  ;£'i8. 

The  horses  were  fed  almost  entirely  with  maize ;  oats  as  a  staple 
of  food  had  been  abandoned.  The  following  were  the  quantities 
and  the  costs  of  provender  for  the  half-year  ending  December  31, 
1876,  including  the  cost  of  preparation,  cartage,  lighterage  and 
expenses  at  the  depots  : — 


Quarters. 

1,419  oats  . 

49,179  maize 
921  beans 
3,197  bran 

Loads. 

4,399  hay  and  clover  . 
8,618  straw 

Sundry  and  grass  farm 


£  s.  d. 

@139 

,,182 

,,287 

,,  O  II  I 
,,666 


£  s.  d. 

1,685  18  5 
69>3i7  13  6 
2,237  7  9 
1,769  19  7 

27,828  II  II 
19,947  I  6 
141  17  o 


122,928  9  8 


LONDON  GENERAL  OMNIBUS  COMPANY. 


107 


The  weight  of  the  grain  consumed  was  as  follows  : — 


> 

Tons. 

cvvts. 

qrs. 

lbs. 

Oats,  1,419  quarters 

192 

1 1 

2 

8 

Maize,  49,179  ,,  . 

•  10,538 

7 

0 

16 

Beans,  921  ,, 

205 

1 1 

2 

12 

Total  weight 

•  10,936 

10 

I 

8 

The  average  cost  for  provender  consumed  by  each  stud,  includ¬ 
ing  the  expenses  in  connection  with  the  provender  department, 
was  ^174. 

It  appears  from  the  foregoing  statements  that  the  total  cost  for 
maintenance  and  renewal  of  horses  was  4s.  per  year  per  horse, 
or  about  per  week. 

The  reports  of  the  Omnibus  Company  for  the  past  three  or  four 
years  (writing  in  1878)  comment  upon  the  deplorable  state  of 
the  main  thoroughfares  in  the  eastern,  southern,  and  northern  parts 
of  the  metropolis,  which  were  destructive  of  the  wheels,  springs,  and 
under- carriages  of  ordinary  vehicles.  The  cost  for  wheels  alone 
for  the  Company’s  omnibuses  increased  from  ^9  los.  per  omnibus 
per  year  to  ;£i5  per  year  since  the  introduction  of  tramways. 
Valuable  horses  have  constantly  been  injured  by  straining  and 
slipping  on  the  rails.” 

Coming  now  to  the  operations  of  the  Company  in  more  recent 
years — the  two  years  ending  June  30,  1890-91 — the  working 
capital  expenditure  was  as  follows  : — • 


Capital  Expenditure  at  June  30,  1891. 


Land,  buildings,  and  leaseholds  .  .  100,159 

Omnibuses,  horses,  harness,  &c.  .  .  580,661 

Gas  and  water  fittings  ....  3.908 

Stable  fittings  and  stores  .  .  .  6,553 

Office  furniture  and  fixtures  .  .  .  1,016 


Total . ^692,297 


io8 


STATISTICS  OF  TBAMWAYS. 


On  June  30,  1891,  there  were  9,796  horses  ;  the  average  price 
paid  during  the  half-year  was  is.  lod.  per  horse ;  797  car¬ 

cases  and  440  living  horses  were  sold. 

The  gross  receipts  in  the  half-year,  with  other  particulars,  were 
as  follows  : — 


Ordinary  omnibus  traffic  and  private  hire  .  .  318,295 

Advertising  in  and  upon  omnibuses  .  .  .  7,290 

Manure  .  .  .  .  .  .  .  .  1,194 


Total . .  .  326,779 


1891. 

The  number  of  passengers  carried  by  omnibuses  was  .  53,843,477 

The  average  number  of  omnibuses  working  on  week 

days  ..........  860 

Ditto  on  Sundays  ........  735 

Ditto  receipts  for  passengers  per  omnibus  per  week  was  £1^  i6s.  od. 
Ditto  fare  per  passenger  ......  i-42d. 

Ditto  earnings  per  mile  run  ......  8*49d. 

Total  number  of  miles  run  ......  9,001,330 


Working  Expenditure,  Half-year  ending  June  30,  1891. 

Per  mi’  ^ 


General  expenses 

Traffic  ditto : — 

£ 

18,61 1 

run. 

Pence. 

•49 

Road  .... 
Yard  .... 
Maintenance  ditto  : — 

•  85,652  \ 

34T29  ) 

119,781 

3'i9 

Horse  stock  ... 

.  175,686 

Omnibus  ditto 

21,200 

Aprons  .... 

Harness  and  stable  utensils 

656 

6,189 

Furniture  and  fixtures 

569 

Yard  stock  .... 

639 

Stables,  offices,  &:c.  . 

3^679 

209,419 

5*58 

Total 

347^811 

9'i6 

LONDON  GENERAL  OMNLBUS  COMPANY. 


109 


Provender,  Including  Cost  of  Preparation,  Cartage, 
Lighterage,  and  Depot  Expenses  for  Half-year 


ENDING  June  30,  1891. 

Quarters.  s.  d.  £ 

16,173  oats  .  .  .  at  I  o  o  16,171 

7,244  beans  and  peas  .  ,,  i  14  4  12,431 

48,016  maize  .  .  .,.177  66,277 

3,576  bran  .  .  .,.09  ii^  1,780 

Loads. 

4,956  mixture  .  .  ,,340  15,852 

4,210  straw  .  .  I  14  li  7,185 

Sundry  ......  332 


Total . ;^i20,028 

According  to  Mr.  C.  T.  Bray,  each  omnibus  is  allowed  from 
10  to  II  horses  a  day.  To  keep  it  running  for  from  12  to  14  hours 
5  pairs  of  horses  are  worked,  leaving  i  rest  horse  at  the  yard.  On 
Sundays,  only  4  pairs  are  working.  There  are,  in  all,  about 
10,000  horses.  The  average  daily  mileage  run  is  14  miles.  The 
average  life  is  from  4L  to  5J  years.  Two  horses  are  sold  for  every 
one  that  dies,  or  is  killed.  It  is  a  hard  life ;  the  mischief  is  the 
continuous  and  frequent  starting.  It  is  the  strain  in  setting  a 
heavy  omnibus  in  motion  that  tells.  The  omnibus  weighs  33  cwt. 
When  full  inside  and  out  there  are  27  persons  in  and  on  the 
omnibus,  besides  the  driver  and  conductor,  making  an  average  of 
about  3J  tons.  As  to  accidents,  very  few  horses  are  seriously 
damaged  by  falling  on  slippery  pavements,  of  which  asphalte  is 
the  worst. 


PART  III. 

CONSTRUCTION  OF  TRAMWAYS. 


CHAPTER  1. 

TRAMWAYS  IN  THE  AIETROPOLIS. 

Systems  of  tramway  like  those  of  Liverpool  were  adopted  in  the 
construction  of  the  earlier  portions  of  the  tramways  which  were  laid 
in  London,  under  Mr.  George  Hopkins,  as  engineer,  comprising 
the  greater  part  of  the  North  Metropolitan  Tramways,  of  which  the 
first  section,  from  Whitechapel  to  Bow,  was  opened  in  May,  1870  ; 
and  the  original  Metropolitan  Street  Tramways  (now  a  part  of  the 
system  of  the  London  Tramways  Company),  5^  miles  long,  from 
Westminster  Bridge  to  Brixton  Church,  Stock  well,  Clapham 
Common,  and  Brixton  Hill,  also  opened  in  1870.  The  rails  were 
of  the  form  and  section  of  the  Liverpool  rail,  4  inches  wide,  and 
if  inches  thick,  weighing  45  lbs.  per  yard.  The  system  of 
construction,  shown  in  Fig.  22,  was  similar  to  that  at  Liverpool. 
The  stone  pavement,  or  the  macadam  of  the  street,  was  taken  out 
for  a  width  sufficient  for  a  double  line,  or  a  single  line  of  tramway, 
as  the  case  might  be,  including  a  clear  space,  2  feet  wide,  beyond 
the  outermost  rails  ;  and  for  a  depth  of  about  9  inches,  which  was 
the  depth  of  ordinary  setts  in  the  metropolis.  In  the  open 
ground  thus  exposed,  longitudinal  trenches,  about  9  inches  deep 
and  16  inches  wide,  were  excavated,  corresponding  to  the  position 
of  the  rails  and  the  longitudinal  sleepers  by  which  they  were  to  be 


TRAMWAYS  JN  THE  METROPOLIS, 


I  I  I 


supported.  These  trenches  were  filled  with  concrete  made  with 
Portland  cement,  or  with  hydraulic  lime,  mixed  with  river  ballast, 
and  made  up  to  the  level  of  the  excavated  ground,  to  form  longi¬ 
tudinal  foundations  for  the  rails.  The  sleepers,  4  inches  wide  and 
6  inches  deep,  were  laid  in  cast-iron  clip  chairs,  by  means  of 
which,  with  bar-iron  cross-ties,  dove-tailed  at  the  ends,  the  gauge 
was  maintained.  The  rails  were  spiked  to  the  sleepers  by  vertical 
spikes  through  the  grooves,  with  countersunk  heads,  and  the 
structure  was  levelled  up  by  concrete,  packed  under  the  sleepers, 
to  form  a  foundation  for  the  paving  stones,  and  these  were  bedded 
on  a  layer  of  sand,  and  grouted  and  rammed. 

The  dove-tail  tie-bars  proved  to  be  of  little  use  ;  they  were 
lialde  to  rust  away,  and  were  wanting  in  precision,  for  unless  the 


Fig.  22.  North  Metiopolitan  Tramway  and  London  Tramways. 

First  lines.  Scale  ijb- 


dove-tailings  had  been  tightly  and  exactly  fitted  so  that  the  chairs 
would  have  been  prevented  from  shifting  either  inwards  or  out¬ 
wards,  the  transverse  connection  was  not  sufficient  to  maintain 
the  rails,  when  the  support  afforded  by  the  pavement  was  removed 
or  impaired.  Besides,  tie-bars  placed  between  the  paving  sets  are 
in  the  way,  and  interfere  with  the  convenience  for  paving.  Again, 
tie-bars  laid  in  dove-tails  in  brackets,  like  those  just  described, 
work  gradually  to  the  surface,  and  even  above  the  level  of  the 
paving.  In  such  a  contingency  they  are  removed,  which  is  the 
best  thing  to  be  done. 

Moreover,  the  flat  rail  and  the  vertical  spike  or  bolt  fastening 
make  a  defective  combination.  It  is  scarcely  necessary  to  say 
that,  at  best,  the  form  of  the  flat  rail  combined  the  maximum  of 
material  with  the  minimum  of  strength  and  stiffness,  whilst  the 


I  12 


CONSTRUCTION  OF  TRAMWAYS. 


vertical  spike  fastening,  though  it  is  simple,  and  appears  at  first 
sight  to  have  been  happily  devised,  is  deficient  in  strength  and  in 
durability,  and  contributes  nearly  nothing  towards  the  union  of 
the  rail  with  the  sleeper.  The  rail,  especially  at  the  joints,  is 
liable  to  spring,  and  the  spikes  with  their  shallow  countersunk 
heads  and  limited  bearing  surface,  are  liable  to  yield  and  to  wear. 
The  spikes  in  consequence  are  gradually  loosened,  and  the  heads 
are  lifted,  and  torn  or  broken  off.  The  spike  heads  are  further 
exposed  to  damage  from  the  wheel  flanges,  which,  like  the  rail, 
become  worn,  ground  in  the  groove,  and  occasionally  split  the  rail. 

Wherever  there  is  vertical  movement,  of  course  an  entry  for 
water  is  made,  pumping  action  ensues,  and  rain  water  ultimately 
sinks  through  the  spikeholes  and  by  the  sides  of  the  rails,  and 


Fig.  23.  Pimlico,  Peckham,  and  Greenwich  section  of  London 

Tramways.  Scale,  tj-q. 


rises  to  the  surface  laden  with  sand  and  other  detritus.  The  rails 
and  sleepers  are  gradually  undermined,  the  sleepers  are  deformed 
by  blows,  and  the  vertical  instability  is  by  so  much  increased. 

With  a  view  to  ameliorate  the  difficulties  of  the  vertical  fastening, 
as  well  as  to  provide  an  iron  tie  of  a  substantial  character  in  place 
of  the  delicate  dove-tails,  Mr.  Joseph  Kincaid,  as  engineer, 
employed  transverse  sleepers  in  the  construction  of  the  Pimlico, 
Peckham,  and  Greenwich  section  of  the  London  Tramways, 
opened  in  August,  1871.  Transverse  sleepers.  Fig.  23,  were 
placed  in  the  bottom  of  the  excavation,  to  afford  an  increase  of 
bearing  surface  on  the  ground  and  to  receive  the  longitudinal 
sleepers  which  were  placed  upon  them.  The  transverse  sleepers, 
which  were  placed  at  intervals  of  5  feet  or  6  feet,  also  afforded  a 
substantial  means  of  tying  longitudinal  sleepers  to  the  gauge. 
Instead  of  attachments  in  tension,  like  those  of  the  dove-tailed 


TRAMWAYS  IN  THE  METROPOLIS. 


1^3 

bars,  cast-iron  brackets,  two  to  each  cross-sleeper,  were  employed 
as  abutments,  one  bracket  outside  each  longitudinal  sleeper.  The 
brackets  were  spiked  to  the  longitudinal  sleepers  near  to  their 
lower  surfaces,  whilst  they  were  extended  up  the  sides  of  the 
sleepers,  to  afford  a  direct,  or  at  least  nearly  direct,  resistance  to 
centrifugal  stress.  By  this  combination,  the  indirectness  of  the 
sleeper  as  opposed  to  lateral  stress  above,  was  liberally  compen¬ 
sated  by  the  general  stiffness  of  the  structure. 

An  additional  fillet  was  applied  to  the  under  surface  of  the  rail. 
Fig.  24,  at  the  outside,  sothat  now  the  rail  was  formed  with  two 
fillets,  one  at  each  side,  that  it  might  be  more  firmly  bedded  on 
the  sleeper  than  the  rail  having  only  one  fillet.  It  was  found 
necessary  not  only  to  provide,  by  the  inside  fillet,  the  means  of 


Fig.  24.  London  Tramways.  Section  of  rail.  Scale 

resistance  to  the  lateral  stress  of  the  cars  through  the  flanges  of 
their  wheels,  but,  likewise,  means  of  opposing  the  lateral  action 
of  cross  strokes  from  the  wheels  of  common  road  vehicles,  which 
traversed  the  road  in  all  directions.  Hence  the  addition  of  the 
second  fillet,  at  the  outer  side  of  the  rails.  The  longitudinal 
sleepers  were  carefully  rebated  to  receive  the  rails,  which  were 
fixed  to  them,  as  before,  with  vertical  spikes  through  the  groove. 
The  adoption  of  the  double  fillet,  though,  in  fact,  a  reversion  to 
old-established  American  practice,  constituted  an  intelligent  ad¬ 
vance  in  English  practice  with  the  grooved  rail. 

The  wearing  surface  of  the  rail  was  slightly  rounded  trans¬ 
versely,  having  about  iV  inch  rise,  by  which  the  thickness  was 
increased  to  lAr  inches,  though  the  motive  for  rounding  is  not 


I 


114  CONSTRUCTION  OF  TRAMWAYS. 

obvious.  The  groove  was  made  wider  than  before:  il  inches 
at  the  surface ;  and  it  was  rounded  at  the  bottom  to  a  circular 
form,  thus  at  the  same  time  strengthening  the  rail  by  the 
substitution  of  a  round  for  a  flat  contour  for  the  grooves,  and 
facilitating  the  dislodging  of  detritus.  The  splay  of  the  outer  side 
of  the  groove  was,  at  the  same  time,  slightly  greater  than  in  the 
previous  rail.  The  new  rail  was  4  inches  wide,  had  a  sectional 
area  of  4!  square  inches,  and  weighed  48  lbs.  per  yard. 

For  laying  in  the  foundation,  the  surface  of  the  roadway  was 
removed,  and  the  ground  was  excavated  to  a  depth  of  from 
12  inches  to  14  inches,  to  receive  the  cross-sleepers.  After  the 
longitudinal  sleepers  were  laid  and  fixed,  with  the  rails  complete, 
they  were  brought  up  to  the  required  level  by  concrete  packing 
below  the  cross- sleepers ;  then  the  whole  space  was  filled  with 
lime  concrete  to  a  height  necessary  for  receiving  the  pavement  of 
stone  or  of  asphalte,  whichever  was  to  be  laid,  for,  in  some  parts 
of  the  way,  asphalte  was  used  instead  of  granite  for  paving.  For 
asphalte,  the  concrete  was  required  to  be  brought  up  higher  than 
for  stone,  since  it  was  only  from  inches  to  2  inches  deep,  whilst 
stone  was  6  or  7  inches  deep ;  and  the  total  cost  of  construction 
was  greater  for  asphalte.  Much  was  hoped  for  from  asphalte  as 
a  pavement  for  tramways.  Experience  has  not  confirmed  such 
expectations.  Asphalte  pavement  breaks  away  at  the  borders 
next  the  rails,  as  well  as  at  the  outside,  and  it  must  be  admitted 
that  as  a  foothold  for  horses,  in  starting  the  cars,  it  has  been  a 
dead  failure. 

Mr.  Huntingdon  *  gives  particulars  of  the  contractor’s  charge 
for  constructing  the  way  of  the  London  Tramways.  They  maybe 
taken  as  approximate  actual  costs  for  tramways  in  London.  The 
gauge  of  the  way  is  4  feet  8^-  inches  ;  the  interspace  between  the 
lines  is  4  feet.  The  rails  were  fixed  with  |-inch  staples  on  the 
kyanised  longitudinal  sleepers,  2 1  feet  long,  with  four  transverse 
sleepers,  bolted  with  |-inch  bolts  and  nuts  to  the  gauge.  The  fish- 

*  Proceedings  of  the  Institntio?i  of  Cruil  Engineers,  vol.  50, 
1877,  page  28,  in  the  discussion  of  Mr.  Robinson  Souttar’s  Paper  on 

Street  Tramways.” 


TRAMWAYS  IN  THE  METROPOLIS. 


115 

plates  at  the  joints  were  9  inches  long  and  f  inch  thick/ let  into 
the  longitudinal  sleepers.  The  sleepers  were  bedded  in  Portland 
cement  concrete,  6  inches  deep,  upon  which  the  paving  was  laid. 


London  Tramways— Single  Line. 

Rails,  50  lbs.  per  yard,  ties,  spikes,  bolts,  staples,  fishes,  &c., 
rails  at;^io  los.  delivered  ...... 

Timber  creosoted  and  shaped  ...... 

Fixing  and  laying,  including  crossings  .  .  .  .  . 

Maintenance  for  one  year  ......  . 

Contingencies,  cartage,  lights,  watching,  waste,  and  cutting 
Risk  and  profit,  10  per  cent.  ....... 

Total 


Per  y aid. 
s.  d. 


10 

2 


O 


I  O 

6 


6 

b 


17  o 


1,760  yards  at  17s.  =^1,496,  say  ^1,500  per  mile. 


The  cost  for  paving  with  granite  stones,  7  inches  deep,  for  a 
double  road,  with  concrete  bottom,  was  as  follows  : — 


Double  Line. 

Per  square  yard. 

s.  d. 

Granite  paving  sets,  7  inches  deep,  tramways  18  feet  wide, 

materials  and  labour  .  .  .  .  .  .  .110 

Concrete,  averaging  6  inches  deep,  including  excavation  and 

removal  of  road  ........16 

Contingencies,  grouting,  carting,  watching,  removing  materials 

and  sanding  .........10 

Maintenance  for  one  year  .  .  .  .  .  .  .03 

Risk  and  profit,  10.  per  cent  .  .  .  .  .  .  .13 

Total  .  .  15  o 

1,760  yards  x  60  yards  x  15s.  =^7,920,  say  ^^8, 000  per  mile. 


The  cost  for  paving,  single  line,  is  half  the  above-given  amount, 
or  ^4,000  ;  and  the  total  cost  of  the  tramway  is  made  up  thus  : — 


CONSTRUCTION  OF  TRAMWAYS. 


I  l6 


Per  mile. 


Way  . 
Paving 


;^i>500 

4,000 


Per  mile,  single  line  .  ^5j500 

Or  ^11,000  per  mile,  double  line. 


Extra  works,  crossings,  and  sidings  are  not  included  in  these 
estimates. 

Mr.  Kincaid,  having  in  the  Peckham  Tramway  proved  the 
advantage  of  the  cross-sleeper  as  a  useful  element  in  a  timber 
structure,  employed  it  in  the  construction  of  the  first  section  of  the 
Leeds  Tramways — the  line  to  Headingley — which  was  opened  in 
October,  1872.  The  gauge  was  4  feet  8^  inches.  The  ground 
was  excavated  to  a  depth  of  inches — the  depth  of  the  rail  plus 
that  of  the  longitudinal  sleepers — for  the  whole  width  of  the  way  ; 
and  trenches  about  9  inches  wide  were  cut  in  the  excavated 
bottom,  and  filled  with  concrete,  flush  with  the  bottom,  to  carry 
the  sleepers.  The  cross-sleepers,  6  inches  wide  and  4  inches 
deep,  were  laid  in  the  concrete  of  the  transverse  trenches  about 
3  feet  apart,  flush  with  the  surface ;  and  thus  a  continuous  level 
foundation  was  formed  for  the  longitudinal  sleepers  and  the  rails. 
The  longitudinals,  4  inches  wide  and  6  inches  deep,  were  fixed  to 
the  transverse  sleepers  by  cast-iron  brackets,  one  on  each  side  ot 
each  longitudinal  sleeper,  spiked  to  both  timbers.  The  rails, 
weighing  47I-  lbs.  per  yard,  were  flat  grooved,  4  inches  wide  and 

inches  thick,  with  -two  ^-inch  square  fillets  on  the  underside, 
let  into  the  sleepers ;  they  were  spiked  through  the  groove  to  the 
sleepers.  A  bedding  of  furnace  ash  or  clinkers,  2 1  inches  thick, 
was  laid  over  the  bottom,  on  which  paving  sets  5  inches  deep 
were  laid. 

On  this  system,  an  economy  of  excavation,  as  well  as  an 
economy  of  concrete,  was  effected,  by  employing  concrete  for  the 
support  of  the  sleepers  exclusively.  By  the  interposition  of  a  bed 
of  ashes  laid  uniformly  over  the  whole  surface,  it  was  designed 
that  the  pavement  should  rest  equally  over  the  sleepers  and  the 
direct  excavated  surface. 


TRAMWAYS  IN  THE  ME'TROPOLIS. 


II7 


Inclines  and  Curves  on  Tramways  in  London. 

The  steepest  gradient  of  considerable  length  on  the  North 
Metropolitan  system  is  one  in  the  City  Road,  of  about  one  in 
forty,  on  the  approach  to  the  Angel  at  Islington.  There  are 
short  pieces  at  the  crossings  of  canal  bridges  of  about  one  in 
twenty-five.  The  curves  are  40  feet  radius ;  with  reverse  curves 
of  50  feet  radius. 

On  the  London  Street  Tramways  the  gradients  are  easy,  except¬ 
ing  a  short  piece  of  one  in  twenty-three.  The  quickest  curves 
have  a  radius  of  30  feet. 

On  the  London  Tramways  the  prevailing  gradient  is  one  in 
fifty,  but  there  are  gradients  of  one  in  thirty. 


CHAPTER  II. 


LARSEN'S  FASTENING— LONDON  STREET 
TRAMWAYS— BELFAST  TRAMWAYS. 

But  a  method  of  fastening  the  rail  to  the  sleeper  was  wanted 
which  would  be  free  from  the  defects  of  the  vertical  spike, — a 
method  the  barbarity  of  which  was  only  rivalled  by  its  simplicity. 
Mr.  Jorgen  Daniel  Larsen  supplied  the  want,  by  substituting 
lateral  fastenings  for  vertical  spikes,  a  system  which  was  patented 

by  him  in  February,  1871,  and  is  repre¬ 
sented  in  Fig.  25. 

“  The  vertical  or  upright  side  of  the  rail,” 
he  says,  ‘intended  to  be  fastened  to  a 
sleeper,  is  so  made  as  to  extend  in  the 
manner  of  a  flange  or  flanges  below  the 
upper  surface  of  the  sleeper  (longitudinal), 
either  on  one  or  both  sides  of  the  sleeper. 
An  aperture  is  made  in  each  flange,  so  as 
to  be  a  short  distance  below  the  upper 
surface  of  the  sleeper,  when  the  rail  is 
placed  thereon.  To  fix  the  rail  to  the 
sleeper,  a  bent  metal  piece  or  half  staple  is 
inserted  into  the  hole  in  the  flange  and 
driven  home,  and  is  also  fixed  to  the 
vertical  side  of  the  sleeper.  The  part  of  the  metal  piece  or  half 
staple  inserted  into  the  hole  may  be  of  various  forms,  and  may  be 
so  long  as  to  go  through  the  sleeper  and  to  enter  also  a  corres¬ 
ponding  hole  in  the  other  vertical  side  of  the  rail  extended  as  a 
flange.  The  metal  piece  may  be  of  such  form  as  to  pass  through 
at  once  two  or  more  holes  in  the  same  flange.” 


Fig.  25.  Side  fastening. 
By  Mr.  J.  D.  Larsen. 


Scale  |. 


LARSEiV'S  FASTEAIiXG — LOXDON  STREET  TRAMWA  YS.  I  1 9 


In  the  Larsen  rail  two  important  advantages  are  combined.  By 
the  flanges  it  is  virtually  increased  in  depth  and  in  stiffness  verti¬ 
cally  and  laterally  ;  and  the  fastenings,  as  applied  at  the  sides,  are 
not  only  removed  from  interference  of  the  wheel  flanges,  but  are  so 
placed  as  greatly  to  strengthen  the  attachment  of  the  rail  to  the 
sleeper ;  for  it  is  apparent  that  the  wide  base  of  attachment 
afforded  by  the  lateral  flanges  creates  a  leverage  of  resistance  to 
lateral  stress  twice  as  great  as  the  leverage  derived  from  a  central 
vertical  spike.  There  is  yet  another  advantage,  that  by  means  of 
the  flanges  the  sleeper  may  be  more  firmly  embraced  by  the 
flanged  rail  than  it  can  possibly  be  by  the  shallow  filleted  rail. 

Although,  incidentally,  the  strength  of  the  Larsen  rail  was 
increased  by  the  addition  of  the  flanges,  it  does  not  appear  that 
vertical  strength  was,  in  his  earliest  designs,  made  a  point  in  ques¬ 
tion  by  the  designer;  for  there  is  only  sufficient  depth  of  flange, 
I  inch,  to  afford  room  for  the  fastenings.  In  point  of  absolute 
transverse  strength,  Larsen’s  rail  had  already  been  anticipated  by 
Livesey’s  rail,  patented  in  1869,  which  is  described,  and  which 
was  formed  with  a  flange  each  side  of  considerable  depth.  Mr. 
Larsen  should,  nevertheless,  be  credited  with  the  merit  of  intro¬ 
ducing  the  flange  rail  into  practice  in  England,  as  well  as  the 
method  of  the  side  fastening. 

In  the  construction  of  the  London  Street  Tramways,  under  the 
charge  of  Mr.  Larsen,  the  first  portion  of  which 
was  opened  in  November,  1871,  he  designed 
and  made  the  first  application  of  lateral  fasten¬ 
ings  for  tram-rails  (Fig.  26),  upon  the  results  of 
which  his  patent  was  based.  In  this,  his  first 
trial,  the  rails  were  4  inches  wide,  and  weighed 

60  lbs.  per  yard.  They  were  double  flanged,  ^ 

^  ^  0  7  lastenmg  for  the 

and  were  fixed  upon  longitudinal  sleepers,  London  Street 
6  inches  deep,  by  means  of  side  fastenings,  ramways. 
which  consisted  of  three  pieces  at  each  side  : — a  strap  3^  inches 
long,  f  of  an  inch  wide,  and  f  inch  thick,  the  two  spikes  driven 
horizontally  into  the  sleeper,  through  a  hole  at  each  end  of 
the  strap,  the  upper  spike  passing  also  through  a  hole  made 


120 


CONSTRUCTION  OF  TRAMWAYS. 


in  the  flange  of  the  rail.  The  excavation  for  the  foundation 
was  carried  down  to  a  level  of  4  inches  below  the  underside  of 
the  sleepers,  for  the  whole  width  of  the  way.  An  even  bed  of 
concrete,  4  inches  thick,  was  laid  upon  the  bottom,  and  the  longi- 


FiG.  27.  London  Street  Tramways.  Scale  ;jh-. 

tudinal  sleepers  were  laid  directly  upon  it.  The  timbers  were 
placed  in  cast-iron  chairs  at  the  joints,  and  the  gauge  was  fixed 
by  means  of  flat  bar-iron  ties,  split  and  kneed  both  ways  at  the 
ends,  and  fixed  to  the  sleepers  by  bolts  or  spikes  as  shown.  A 
2 -inch  layer  of  sand  or  of  gravel  was  distributed  over  the  concrete 

surface,  to  form  a  bed  for  the  paving,  which 
was  laid  and  grouted  in  the  usual  manner. 
(See  Fig.  27.) 

In  this  his  first  employment  of  side- 
fastenings,  Mr.  Larsen  substituted  three 
pieces  for  the  vertical  spike.  Not  oblivious 
of  the  disadvantage  of  multiplying  the 
number  of  pieces  in  the  fastening,  he 
reduced  them  in  his  patent  to  two  in 
number,  as  has  already  been  described ; 
and  in  his  next  operation,  the  construction 
of  the  Belfast  Tramways,  he  employed  the 
fastening  in  two  pieces,  as  patented.  The 
works  of  these  tramways  were  commenced 
early  in  1872,  and  the  first  section  was 
opened  in  the  autumn  of  the  same  year. 
The  construction  of  the  Belfast  Tramways  is  illustrated  by  Fig. 
28.  It  consists  of  longitudinal  sleepers  laid  upon  cross-sleepers 
enclosed  in  concrete,  the  rails  being  laid  on  the  longitudinal 
sleepers.  The  gauge  of  the  way  is  5  feet  3  inches.  The  inter¬ 
mediate  space  between  the  two  lines  of  rails  of  a  double  line  is 
4  feet ;  the  breadth  of  paving  at  the  outer  sides  of  the  rails  is 


Fig.  28.  Belfast  Tram¬ 
ways.  Section  of  rail 
with  Larsen’s  fasten¬ 
ing.  Scale  T 


LARSEN'S  FASTENING — BELFAST  TRAMIVAYS. 


1  2  I 


2  feet ;  the  tread  of  the  rails  is  1 inches  wide,  and  the  total  width 
of  the  tramway  for  a  double  line  is  constituted  as  follows  : — 


Ft. 

In 

Two  lines,  5  feet  3  inches  gauge 

10 

6 

Intermediate  space  .  .  ,  .  , 

.  4 

0 

Two  outside  breadths  of  2  feet  each  . 

4 

0 

Four  widths  of  tread  if  inches  . 

0 

7l 

19  i-i 

The  ground  was  excavated  to  a  uniform  depth  of  1 inches 
below  the  permanent  surface,  for  the  whole  width  of  the  tramway, 
double  or  single.  Cross-sleepers  of  wood,  4  inches  deep  by 

6  inches  wide,  and  7  feet  in  length,  were  laid  on  the  bottom  of  the 
excavation  at  interv'als  of  5  feet  between  centres,  and  the  longi¬ 
tudinal  sleepers,  3^  inches  wide,  and  6  inches  deep,  were  laid  and 
fixed  by  cast-iron  brackets,  weighing  5  lbs.  each.  There  was  but 
one  bracket  at  each  intersection,  placed  alternately  at  the  inside 
and  the  outside  of  the  longitudinal  sleeper ;  fixed  by  four  spikes 
to  each  bracket. 

The  rails  weigh  about  62  lbs.  per  yard ;  they  are  3^  inches  wide 
and  inches  thick;  the  side  flanges  are  inches  deep,  and 
To  inch  thick  at  the  edge,  making  the  total  depth  of  the  rail  2I 
inches.  The  tread  is  inches  wide,  the  groove  is  inches 
wide  and  if  inch  deep,  and  the  outer  ledge  is  ^  inch  thick  at  the 
edge.  The  side  fastening  of  the  rail  to  the  sleeper  is  of  two 
pieces  : — an  iron  plate  or  strap,  f  inch  thick,  having  a  spike 
welded  to  it  at  the  upper  end,  which  passes  through  the  flange  01 
the  rail,  and  a  hole  near  the  lower  end,  through  which  a  large 
spike  is  driven  nearly  through  the  sleeper.  The  fastenings  were 
applied  alternately  to  each  side  of  the  rail  at  short  intervals. 

After  the  sleepers  and  rails  were  accurately  adjusted  and  packed 
below  the  cross-sleepers,  the  spaces  between  the  cross-sleepers, 
and  the  whole  area  above  them  on  each  side  of  the  longitudinal 
sleepers,  were  filled  solid  with  concrete  to  a  total  height  of  about 

7  inches  above  the  floor  of  the  excavation,  suited  for  the  laying  of 
the  paving,  which  consisted  of  4  inches  granite  cubes  with  a 

layer  of  sand. 


CHAPTER  III. 


RECONSTRUCTION  OF  THE  NORTH 
METROPOLITAN  TRAMWATS. 

In  the  work  of  reconstructing  the  North  Metropolitan  Tramways 
in  1877,  Mr.  Hopkins  abandoned  the  cast-iron  chairs  or  clips 
with  the  dove-tailed  cross  tie-bars  for  connecting  the  tails,  and 
substituted  a  tie-bar,  Fig.  29,  of  the  same  scantling  as  before, 
formed  with  a  |-inch  bolt  at  each  end,  which  was  passed  through 


F:g.  29.  North  Metropolitan  Tramways  ; — -Method  of  Reconstruction. 

Scale  T 

each  longitudinal  sleeper,  and  screwed  up  with  a  shallow  nut 
outside.  The  tie-bar  was  brought  up  with  a  square  shoulder  on  a 
washer,  to  the  inside  of  each  sleeper ;  the  nut  was  only  d  inch 
thick  in  order  to  minimise  the  projection,  and  consequent 


NORTH  METROPOLITAN  TRAMWAYS. 


123 


interference  with  the  paving  at  the  other  side  of  the  sleeper. 
The  existing  foundation  was  partly  renewed  by  the  excavation, 
under  each  sleeper,  of  a  shallow  trough  in  the  concrete,  inches 
deep  and  6  or  7  inches  wide.  This  trough  was  filled  with  fine 
concrete  in  which  the  longitudinal  sleepers  were  embedded  to 
the  depth  of  i  inch.  The  sleepers  were  4  inches  wide  and  5  inches 
deep,  rebated  to  fix  the  rails.  They  were  bedded  at  their  joints 
on  plates  of  fir,  8  inches  wide  and  2  inches  thick,  let  into 

the  foundation.  The  rails  were  of  steel,  weighing  60  lbs.  per 

yard.  They  were  of  the  box  type,  3I  inches  wide  at  the 
surface,  2^  inches  deep  over  the  flanges,  and  i  ro  inches  thick. 
They  resembled  in  section  the  Vale  of  Clyde  rail ;  they  had  the 
same  total  depth,  but  they  were  not  so  thick  as  the  other  rail. 

The  groove  was  inches  wide  and  f  inch  deep,  having  only 

Ve  inch  of  metal  below  the  groove.  The  tread  was  2  inches  wide, 
and  was  very  slightly  rounded  ;  the  flanges  were  f  inch  thick  at 
the  edge.  Each  rail  of  24  feet  in  length  was  fastened  by  25 
staples,  placed  at  a  pitch  of  2  feet  7  inches  at  each  side,  except 
those  at  the  ends,  where  there  were  two  pairs  of  staples,  of  which 
one  pair  was  distant  inches  from  the  end  of  the  rail,  and  the 
second  pair  was  3  inches  farther  off. 

This  mode  of  reconstruction  was  followed  until  the  end  of  1880, 
when  18  miles  of  single  way  had  been  reconstructed.  In  some 
places  a  longitudinal  plank,  ii  inches  wide  by  inches  thick, 
was  laid  below  the  sleeper  and  spiked  to  it,  in  order  to  prevent 
sinkage  of  the  adjoining  paving  sets  by  partially  supporting  them. 
The  spikes  consisted  of  3^-inch  nails  driven  down  from  the  sides 
diagonally.  In  1880,  a  length  of  3  miles  of  new  line  had  been 
laid  with  the  plank  base,  and  about  2  miles  of  old  line  had  been 
reconstructed  with  it.  The  work  of  reconstructing  old  lines  on  this 
system  was  done  principally  in  Liverpool  Road,  Islington,  and  the 
new  lines  were  laid  in  Dalston  Lane  and  Graham  Road,  Dalston, 
and  on  the  line  through  Victoria  Park  to  its  northern  terminus. 
The  work  gave  satisfaction,  excepting  at  a  few  places  where  the 
paving  sets  were  not  of  a  suitable  depth,  or  where  the  traffic  was 
admitted  over  the  work  before  the  grouting  was  sufficiently  set. 


124 


CONSTRUCTION  OF  TR  A  AIWA  VS. 


The  employment  of  the  plank  base  in  reconstruction  involved 
the  breaking  up  of  much  of  the  concrete  foundation,  which  on 
the  North  Metropolitan  system  generally  is  very  hard.  The  cost 
of  breaking  up  actually  exceeded  the  cost  of  making  everything 
good  with  Portland  cement. 

The  rails,  again,  were  reduced  to  a  width  of  3!  inches,  mostly 
by  reducing  the  thickness  of  the  guard  flange,  for  it  was  ascer¬ 
tained  that  guards  of  the  thickness  of  ^  inch  or  even  slightly  less 
than  this,  are  worn  down  by  the  ordinary  vehicular  traffic  at  nearly 
the  same  rate  as  that  at  which  the  head  of  the  rail  was  worn  by  the 
ordinary  traffic  and  the  car  traffic  combined.  Such  equality  of  wear 
has  its  importance,  for  it  has  frequently  become  necessary  to  recon¬ 
struct  lines  of  way  having  f-inch  guards  several  years  earlier  than 
would  have  been  necessary  had  the  tread  not  worn  down  much  more 
rapidly  than  the  guard.  The  slight  rounding  of  the  tread  of  the 
new  rails  has  not  been  found  to  serve  any  useful  purpose,  and  has 
therefore  been  abandoned,  and  the  tread  has  been  made  square. 
The  groove  was  reduced  to  a  width  of  iiV  inches  at  the  surface, 
which  was  believed  to  be  the  minimum  width  that  was  practicable, 
having  proper  regard  to  the  resistance  of  the  car  and  the  work  ot 
the  horses. 

But,  the  box-rail  laid  with  longitudinal  sleepers,  though  as 
good  as  most  other  systems,  and  probably  better  than  any  of 
these,  was  wanting  in  permanency,  and  in  any  case  was  un¬ 
suited  for  mechanical  tractors.  Short  lengths  of  other  systems 
were  laid  down  for  trial.  The  metal  system  of  Winby  and 
Levick  was  tried  experimentally,  a  length  of  80  yards  of  single 
line  having  been  laid  early  iii  1879 in  Upper  Street,  Islington.  It 
was,  and  continued  to  be  (1880),  in  good  order. 

A  trial  length  of  15  yards  of  toughened  glass  sleepers,  4  inches 
by  6  inches  deep,  to  the  same  section  as  the  rebated  fir  sleepers, 
was  laid  in  High  Street,  Stratford,  about  the  middle  of  1879,  and 
covered  with  the  ordinary  box-rail.  Whilst  the  new  material 
seemed  to  be  fully  capable  of  supporting  the  road  without  failure 
by  crushing,  it  was  broken  into  short  segments,  some  pieces  being 
not  more  than  6  inches  in  length,  and  the  fractures  were  nearly 


XORTH  METROPOLITAN  TRAMWAYS. 


125 


vertical.  As  the  level  of  the  rails  was  not  affected  by  the  fractur¬ 
ing,  the  sleepers  were  allowed  to  remain  where  they  were.  The 
rails  were  fastened  to  the  sleepers  by  means  of  straps  passed  under 
these.  The  straps  worked  loose  and  were  not  a  success. 


Figs.  30  and  31.  Page’s  System,  North  Metropolitan  Tramways.  Scale  0^-. 

The  system  of  Mr.  William  Page  was  finally  selected  for  the 
renewals  and  extensions  of  the  system,  and  a  length  of  renewal  on 
this  system  was  commenced  to  be  laid  at  the  end  of  1880.  It 
was  designed  also  for  the  extension  at  Leytonstone.  The  system, 
Figs.  30  and  31,  consisted  of  a 
steel  rail, Fig.  32,  weighing  42  lbs. 
per  yard,  grooved  on  the  under¬ 
side,  to  fit  on  and  be  supported 
by  wrought-iron  standards,  which 
rested  upon  and  were  pinned  to 
a  continuous  longitudinal  iron 
plate  or  sleeper,  laid  on  a  bed  of 
concrete.  The  tread  of  the  rail 
was  perfectly  flat,  and  had  a  width 
of  inches,  the  groove  is  i\\- 
inches  wide,  and  the  flange  or 
guard  is  T  inch  wide,  making  Fig.  32.  Page’s  Way,  North  Metro- 
together  a  width  at  the  surface  of  politan  Tramway.  Scale  T 

3-iV  inches.  The  groove  was  f  inch  in  depth,  and  the  sides  were 
sloped  equally.  The  depth  of  the  rail  was  2^  inches.  The 


126 


CONSTRUCTION  OF  TRAMIVAYS. 


groove  at  the  lower  side  was  inches  deep  to  give  bearing  verti¬ 
cally  and  laterally  on  the  supports,  the  flanges  forming  the  groove 
being  iV  inch  thick  at  the  edge.  The  standards  are  of  an  inverted 
T  section,  5^  inches  high,  3f  inches  wide  at  the  base,  and  of  a 
length  of  12  inches,  except  at  the  joints,  where  they  are  14  inches 
long.  The  thickness  of  the  web  is  f  inch,  and  the  foot  averages 
the  same.  The  head  is  ^  inch  thick,  tapering  upwards  to  f  inch 
in  a  height  of  if  inches.  The  standards  are  placed  12  inches 
clear  apart ;  the  rails  are  secured  to  the  standards  by  means  of 
plain  round  pins  passed  right  through  the  taper  bearings,  four  at 
each  joint  and  one  at  each  intermediate  standard.  The  pinholes 
are  so  arranged  that  the  driving  of  the  pins  draws  the  rail  down 
into  close  contact  with  the  standard  and  makes  a  tight  bearing. 
The  longitudinal  base  plate  is  7  inches  wide  and  inch  thick  ; 
the  standards  are  each  fastened  to  it  by  one  fdnch  pin  with  double 
cotters. 

The  total  height  of  the  way  thus  constructed  was  7  inches.  It  is 
bedded  on  a  foundation  of  concrete  6  inches  deep,  composed  of 
one  part  of  blue  lias  lime  and  six  or  seven  parts  of  ballast.  The 
width  ot  the  bearing  of  the  permanent  way  on  the  concrete 
obviated  the  necessity  for  using  Portland  cement. 

Gauge-ties  of  wrought-iron  bars  2  inches  by  pg-  inch  thick, 
secured  to  the  standards,  were  placed  at  intervals  of  20  feet.  They 
were  thickened  at  the  ends  to  a  thickness  of  dinch  and  were  notched. 
Through  the  web  of  each  of  the  two  standards  to  be  tied  a  hole 
2  inches  long  horizontally  and  f  inch  deep  is  made.  Through 
the  two  holes  the  tie  is  inserted  and  then  turned  a  quarter  round 
to  a  vertical  position  edgewise.  Thus  placed  the  tie  holds  the 
two  standards  firmly,  and  it  comes  between  two  courses  of  paving 
sets  by  which  it  is  maintained  in  position.  But  as  the  permanent 
way  is  solidly  constructed,  and  the  base  plate  is  embedded  in 
the  concrete,  it  was  considered  that  the  ties  were  scarcely 
necessary,  and  they  were  therefore  to  be  discontinued. 

The  paving  used  was  6  inches  in  depth,  chiefly  of  Guernsey 
granite.  The  sets  were  bedded  on  a  layer  of  fine  gravel,  and 
were  rammed  perfectly  flush  with  the  rails.  The  sets  laid  next 


NORTH  METROPOLITAN  TRAMWAYS. 


\2"l 


the  rails  were  prevented  from  sinking  by  the  base-plates  of  the 
way,  which  extended  laterally  about  two  inches  under  the  paving. 
To  compensate  for  the  slight  variations  in  the  depth  of  the  sets,  as 
well  as  to  prevent  the  disintegration  of  the  grouting  in  the  joints 
of  the  paving,  which  would  result  if  the  sets  were  in  direct  contact 
with  the  elastic  iron  base-plates,  the  depth  of  the  permanent  way  was 
made  sufficient  to  admit  of  ^  inch  or  f  inch  thickness  of  bedding 
below  the  sets  over  the  plates. 

The  rails,  as  before  stated,  weighed  42  lbs.  per  yard,  and  the 
base-plates  22  lbs.  per  yard.  The  joint  standards  weighed 
13I  lbs.  each^  and  the  intermediate  standards  iif  lbs.  each.  The 
cotter-bolts  weighed  one  ton  per  mile,  and  the  cotter-pins  for  the 
rails  \  ton  per  mile ;  the  cross-ties  weighed  26  cwt.  per  mile. 

In  proceeding  with  the  work  of  reconstruction  and  renewal, 
after  the  way  was  lifted,  a  thin  stratum,  an  inch  or  so  in  thickness, 
was  picked  off  the  old  concrete  bed,  where  it  was  in  good  condition, 
and  the  vacancy  was  made  good  under  the  base-plate  with  fine 
concrete.  Where  the  old  concrete  was  in  bad  condition  it  was 
entirely  removed.  The  parts  of  the  iron  way  were  put  together 
in  the  excavated  space,  propped  on  temporary  packing  of  wood 
or  other  material,  so  that  the  base-plate  was  sufficiently  elevated 
above  the  floor  of  the  excavated  space  to  admit  of  the  holding- 
down  bolts  being  inserted.  When  the  whole  of  the  metal  work 
was  erected  it  was  lifted  bodily  into  its  permanent  position  by 
means  of  levers,  and  was  temporarily  repacked  up  with  blocks  6  feet 
or  8  feet  apart.  The  new  concrete  was  then  deposited  and  packed 
under  the  base-plate.  When  it  was  stiff  enough  to  bear  the  weight 
of  the  way — which  it  usually  became  in  the  course  of  an  hour  or 
two — the  temporary  packing  was  removed,  and  its  place  was  filled 
with  concrete.  The  space  between  the  rails  was  filled  in  with 
concrete  to  the  proper  level  required  for  the  support  of  the  paving. 

In  packing  the  rails  with  concrete  it  was  put  in  from  one 
side  only,  and  shovel-packed  from  that  side,  and  the  packing 
was  continued  until  it  was  driven  out  in  a  full  body  at  the 
other  side  of  the  rail.  When  the  clear  space  below  the  base¬ 
plate  to  be  packed  up  was  but  one  or  two  inches  deep,  it  was 


128 


CONSTRUCTION  OF  TRAJMWAYS. 


especially  needful  that  the  packing  should  be  accomplished  as 
above  described,  otherwise  it  might  frequently  have  happened  that 
the  concrete  only  advanced  an  inch  or  so  under  the  base-plate  at 
each  edge,  leaving  the  interior  unsupported. 

The  granite  sets  on  the  North  Metropolitan  Tramways  vary  in 
depth  from  4  inches  on  some  routes  to  9  inches  on  others.  On 
most  of  the  lines  6-inch  sets  are  used.  They  are  laid  over  a  layer 
of  gravel  or  shingle,  from  an  inch  to  inches  in  thickness,  which 
is  compressed  by  the  ramming  of  the  pavement  to  a  thickness 
of  from  ^  inch  to  f  inch.  Frequently  a  little  dry  lime  is  mixed 
with  the  bedding.  With  respect  to  the  width  of  the  pavement 
laid  by  the  Tramway  Company,  the  local  and  the  road  authorities 
generally  succeed  in  enforcing  claims  on  the  Tramway  Company, 
before  Parliamentary  Committees,  by  which  it  is  compelled  to 
have  a  greater  width  than  the  usual  and  sufficient  allowance 
of  1 8  inches  outside  of  the  way. 

The  cost  of  Mr.  Page’s  system  of  tramways,  taken  as  new,  is 
here  given,  followed  by  the  cost  for  reconstruction  : — 

Quantities  and  Costs  per  Mile,  Single  Line,  of  Page’s 
System.  North  Metropolitan  Tramways,  March,  1881. 

C  s.  d. 

Breaking  up  macadam  road  and  excavat¬ 
ing  to  depth  of  12^  inches  and  removing 

surplus,  4,981  square  yards  .  .  .  @  is.  249  i  o 

Blue  lias  lime  concrete,  6  inches  deep, 

4,981  square  yards  .  .  .  .  .  ,,  is.  qd.  435  17  o 

Steel  rails,  42  lbs.  per  yard,  66  tons. 

Wrought-iron  bearers,  12  inches  long, 

4,752  @  Ilf  lbs.  each,  24  tons  18  cwts. 

2  qrs.  4  lbs. 

Wrought-iron  joint  bearers  14  inches  long, 

528  @  13!  lbs.  each,  3  tons  4  cwt. 

3  qrs.  8  lbs. 

Wrought-iron  plates,  22  lbs.  per  yard, 

34  tons,  II  cwt.  I  qr.  16  lbs. 

Total,  128  tons  14  cwt.  3  qrs.  .  .  „  5s.  1,062  i  9 


Carried  forward 


•  ;^L746  19  9 


NORTH  METROPOLITAN  TRAMWAYS, 


129 


£. 

s. 

d. 

Brought  forward 

•  • 

1,746 

19 

9 

VVrought-iron  ties,  264  @  ii  lbs.  each, 

I  ton  5  cwt.  3  qrs.  20  lbs. 

@  lOS. 

9 

14 

7 

Cotter  bolts  and  keys  (5,280),  i  ton  . 

16 

10 

0 

Rail  pins  (7,862),  ton . 

,,  los. 

6 

15 

0 

Laying,  watching  and  lighting,  1,760  3'’ards 

,,  2S. 

176 

0 

0 

Total  cost,  exclusive  of  paving  . 

L955 

19 

4 

Paving,  say  6  inches  by  4  inches,  granite 

sets,  laid  and  grouted,  4,688  yards 

„  IIS. 

2,728 

8 

0 

Total  ...... 

;^4>684 

7 

4 

Renewal  and  Reconstruction  of  Way  on 

Page’s 

System,  1881. 

£ 

s. 

d. 

Take  up  paving  next  rails  and  defective 

parts,  say  half  total  area,  2,344  square 

yards  . 

@  6d. 

58 

12 

0 

New  steel  rails,  66  tons 

New  bearers,  say  10  per  cent,  of  original 

quantit)’-,  3  tons 

Total,  69  tons  ..... 

M  5s. 

569 

5 

0 

Rail  pins,  ^  ton  ...... 

,,  ^13  los.  6 

15 

0 

Laying  new  rails,  lighting  and  watching 

1,760  yards  ...... 

,,  IS. 

88 

0 

0 

Necessary  dressing  and  relaying  paving 

with  20  percent,  new  stone, 2,344 yards  . 

, ,  6s . 

703 

4 

0 

Credit  old  rails,  &c.,  say  .... 

179 

0 

0 

Total  cost,  including  paving 

1,246 

16 

0 

The  North  Metropolitan  Tramways  are  now  (1892),  and  have 
recently  been,  in  course  of  entirely  new  reconstruction,  in  which 
all  other  systems  of  way  on  these  tramways  have  been  superseded 
and  replaced  by  the  steel  girder  rail. 


K 


CHAPTER  IV. 


RECONSTRUCTION  OF  THE  LONDON  AND 
LONDON  STREET  TRAMWAYS. 

London  Tramways. 

The  way  of  the  London  Tramways  was  renewed  in  1879 — 80, 
with  the  Aldred-Spielmann  rail,  illustrated  by  Figs.  33  and  34. 
The  two  half-rails,  Fig.  34,  which  are  of  steel,  are  laid  so  as  to 


P'lG.  33.  The  Aldred-Spielmann  AVay,  London  Tramways.  Scale  H- 


Fig.  34.  The  Aldred-Spielmann  Rail,  London  Tramways.  Scale  L 

break  joint  in  the  chairs,  and  are  fixed  in  position  by  a  wooden 
key.  The  bearing-rail  takes  a  square  bearing  on  the  raised  seat 


LONDON  TRAMWAYS. 


I31 

at  the  bottom  of  the  opening  of  the  chair,  and  by  its  inclined 
surface  of  contact  it  holds  the  guard  rail  in  place.  Each  half- rail 
is  21  feet  in  length;  it  weighs  32  lbs.  per  yard;  making  for 
the  whole  rail  64  lbs.  per  yard.  The  tread  of  the  rail  is  i  d  inches 
wide,  the  groove  is  i  inch  wide  and  i  inch  deep,  and  the  guard  is 
^  inch  wide  at  the  surface  ;  making  the  whole  width  3I  inches. 
The  rail  is  3f  inches  in  depth.  The  chairs  are  hollow  castings, 
combining  strength  and  comparative  lightness,  though  weighing 
37^  lbs.  each — in  consideration  of  the  double  function  of  holding 
the  half-rails  together  and  the  maintenance  of  the  break-joints  ot 
the  two  halves  with  each  other.  They  give  a  bearing  for  the  rails 
4  inches  long,  and  as  they  are  placed  at  3  feet  apart  between  centres, 
the  net  space  between  the  chairs  is  reduced  to  2  feet  8  inches. 
The  chairs  are  screwed  down  on  transverse  timber  sleepers, 
4^  inches  deep,  9  inches  wide  and  6  feet  6  inches  long.  The 
height  of  the  chair  is  7^-  inches,  by  which  room  is  provided  for 
4-inch  or  5-inch  sets,  clear  of  the  spike  heads.  Added  to  the 
depth  of  sleeper,  4  inches,  and  i  ^  inch  more  to  the  bottom  of  the 
excavation,  the  total  depth  of  the  excavation  amounts  to  13  inches. 
below  the  level  of  the  rail.  A  bed  of  Portland  cement  concrete, 
8^  inches  deep,  is  brought  up  from  the  bottom  of  the  excavations, 
enveloping  the  sleepers.  A  ^-inch  layer  of  sand  is  spread  over 
the  surface,  and  4-inch  cubes  are  laid  as  paving. 

The  following  is  the  cost  for  one  mile  of  the  Aldred-Spielmann 
double  way.  The  rails  cost  ^5  5s.  od.  per  ton  in  1879,  and 
17s.  6d.  per  ton  in  1880  ;  average,  say,  per  ton  ;  chairs, 
^4  per  ton  ;  screws,  ^15  per  ton  : — 


Quantities  and  Cost  per  Mile,  Double  Line,  of  the 
Aldred-Spielmann  Way — London  Tramways,  1879 — i88o. 

Per  mile. 

£  s.  d. 

Steel  rails,  64  lbs.  per  yard,  200  tons  .  .  @  £(:>  1,200  o  o 

Cast-iron  chairs,  1 16  tons  .  .  •  •  464  o  o 

Screws,  5  tons . .  .4^5  75  ^  o 


Carried  forward 


K  2 


iiL739  o  o 


132 


CONSTRUCTION  OF  TRAMWAYS. 


Per  mile. 


Brought  forward  . 

• 

•  • 

£ 

I  739 

S. 

0 

d. 

0 

Sleepers,  3,520  ..... 

* 

@  IS.  lod. 

322 

14 

0 

Keys,  7,040,  per  thousand  . 

• 

21 

2 

0 

Concrete,  2,100  cubic  yards 

. 

,,  13s. 

T365 

0 

0 

Sand,  1,760  lineal  yards 

• 

,,  6d. 

44 

0 

0 

Excavation,  &c.,  9,973  square  }  ards  . 

• 

, ,  IS. 

498 

13 

0 

Laying,  watching  and  lighting,  1,760  lineal 
yards  ....... 

, ,  qs. 

352 

0 

0 

Total  cost  per  mile  double  line,  exclusive  of 

paving . 4»342  9  o 

Do.  do.  single  line,  do.  do.  .  .  .  .^2,171  4  6 


There  are  now  (1892)  six  different  sections  of  rails  in  the  ways, 
comprising  a  light  section  and  a  heavy  section  of  the  Aldred- 


Spielmann  rail,  the  Rymney  or  box  rail,  the  Gowans  girder  rail,  a 
rail  laid  in  chairs,  of  a  deck  beam  section,  and  a  girder  rail  of 
recent  sections.  The  Gowans  way  was  laid  in  1879,  in  the 
Brixton  Road,  for  a  length  of  miles.  This  rail.  Fig.  35,  which 
was  patented  in  1878,  is  a  modification  of  the  girder  rail,  in 
which  the  lower  flange  is  wider  at  the  outer  side,  under  the 
tread,  than  at  the  inner  side.  Openings  are  made  through  the 
web  of  the  rad  at  short  intervals,  in  order  to  lighten  the  rail. 


L  ONDON  TRA MIVA  YS. 


133 


and  to  admit  of  the  bonding  of  concrete  packing  of  the  rails. 
This  system  was  laid  experimentally  in  Edinburgh  in  1877—78. 
It  has  also  been  laid  in  Dundee,  Manchester,  Sunderland,  and 
London. 

The  Gowans  rails  are  of  steel,  rolled  in  lengths  of  27  feet, 
and  they  weigh  85  lbs.  per  yard.  They  are  7  inches  in  depth, 
and  the  base  is  7  inches  wide,  placed  eccentrically  to  the  web, 
for  the  reasons  already  explained.  The  tread  is  iiV  inches 
wide,  the  groove  is  i  inch  wide,  and  the  guard-flange  is  lyV  inches 
wide  ;  making  together  a  width  of  3  inches.  The  web  is 
fully  f  inch  thick  at  the  central  part,  tapering  to  a  thickness  of 
fully  Te-  inch  at  the  upper  and  lower  parts.  The  base  is  f  inch 
thick  near  the  web,  and  tapers  in  thickness  to  ^  inch  at  the  edges. 
The  rails  are  fished  with  plates  weighing  18  lbs.  per  pair.  Each 


Fig.  36.  Gowans  Way,  London  Tramways.  Scale  t.^-. 


rail  is  laid  direct  on  a  longitudinal  bed  of  concrete  15  inches  wide 
and  6  inches  deep,  as  shown  in  Fig.  36.  Between  and  outside 
the  longitudinal  beds  of  concrete  and  the  rails,  a  bed  of  concrete 

6  inches  deep  is  laid  for  the  entire  width  of  the  excavation,  to 
support  the  paving.  It  is  laid  on  the  floor  of  the  excavated 
space,  10^  inches  below  the  surface,  such  that  above  the  concrete 
there  is  depth  for  a  T-inch  layer  of  sand  and  4-inch  paving  cubes. 
'Fhe  bases  of  the  longitudinal  beds  of  concrete  are  13  inches 
below  the  surface,  comprising  6  inches  for  the  concrete  and 

7  inches  for  the  rail.  The  wide  bed  of  concrete  overlaps  the 
longitudinal  beds  by  a  depth  of  2^  inches,  and  to  this  extent  the 
rails  are  embedded  in  it  and  secured  to  the  gauge ;  though  it  is 
difficult  to  perceive  in  what  way  the  openings  in  the  webs  of  the 
rails  peculiar  to  Mr.  Gowans’  system  are  utilised,  for,  whilst  the 
ostensible  purpose  of  the  openings,  called  ‘‘  quatrefoils,”  though 
in  reality  trefoils,  is  to  permit  of  the  bonding  of  concrete  through 


134 


CONSTRUCTION  OF  TRAMWAYS. 


the  rail,  the  concrete  scarcely  reaches  above  the  lower  sides  of  the 
openings.  On  a  ^-inch  layer  of  sand,  4-inch  paving  cubes  are 
laid,  flush  with  the  rails. 


Quantities  and  Costs  per  Mile,  Double  Line,  of  Cowans 
Girder  Railway — London  Tramways,  1879. 


R. 

d. 

Steel  rails,  85  lbs.  per  yard. 

267  tons 

@  ^8  los. 

2,270 

0 

0 

Fish  plates,  6  tons  6  cwt.  . 

. 

50 

8 

0 

Bolts  and  nuts,  i  ton  8  cwt. 

•  •  • 

..  .^20 

28 

0 

0 

Concrete,  1,866  cubic  yards 

•  •  • 

,,  13s. 

1,212 

18 

0 

Sand,  1,760  lineal  yards 

•  e  • 

,,  6d. 

44 

0 

0 

Excavation,  &c.,  9,973  square  yards  . 

,.  lid. 

457 

2 

0 

Laying,  watching  and  lightir 

g  1,760  lineal 

3^ards  .... 

•  *  « 

, ,  4s. 

352 

0 

0 

Cost  of  way,  per  mile. 

double  line 

•  •  • 

4.414 

8 

0 

Do.  do.  single  line 

•  •  • 

•  •  • 

2,207 

4 

0 

The  London  Street  Tramways. 

These  tramways  were  laid  originally  on  the  Larsen  system  of  way. 
The  way  has  been  to  a  great  extent  (1892)  replaced  by  girder  rails 
weighing  90  lbs  per  yard.  The  girder  rail  has  also  been  laid  on 
all  new  lines  for  the  last  seven  or  eight  years. 


CHAPTER  V. 


RECONSTRUCTION  OF  THE  SOUTH  LONDON 

TRAMWAYS, 


Meakins’  system  of  way,  Fig.  37,  as  originally  adopted  for  the 
Southwark  and  Deptford  Tramways,  under  the  direction  of  Mr.  W. 


Fig.  37.  Meakins  Way,  Southwark,  Battersea.  Scale 


Shelford,  the  engineer;  and  for  the  South  London  Tramways,  in  the 
Battersea  District,  under  the 
direction  of  Mr.  A.  J.  D.  Cameron, 
the  engineer,  was  arranged  by  Mr. 

John  Dixon,  the  contractor  for 
both  of  these  works.  The  gauge 
of  the  ways  is  4  feet  34  inches. 

The  rail,  Fig.  38,  is  composite, 
consisting  of  a  steel  rail,  having  a 
central  web,  weighing  5  2  lbs.  per 
yard,  riveted  to  and  between  two 
angle-irons,  weighing  each  30  lbs. 
per  yard,  making  together  a  com¬ 
pound  rail  weighing  112  lbs. 
per  yard,  of  a  total  height  of 
8  inches.  The  angle  irons,  rolled 
with  comparative  facility,  are  3  inches  by  6  inches  high,  and 
I  inch  thick,  and  forming  a  base  64  inches  in  width.  The  rail  is 


Fig.  38.  Meakins  Way,  Southwark, 
Battersea. — Rail.  Scale  J. 


136 


CONSTRUCTION  OF  TRAMWAYS. 


0 

0 

0 

0 

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— 

— 

0 

0 

0 

2 

0 

0 

0 

0 

— 

0 

iJ 

0 

0 

0 

0 

r=:=  = 

0 

0 

0 

0 

0 

0 

0 

- L 

0 

0 

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0 

J _ 

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-2 

<D 

O 

in 

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’o 


cS 

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H 

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O  C! 
^  O 
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HH 


4^  inches  deep,  the  head  being- 
2  indies  deep,  and  -A-  inch  in 
thickness.  The  tread  of  the 
rail  is  inches  wide,  the 
groove  is  -fe  inch  wide  and 
4  inch  deep,  and  the  guard 
flange  is  -pe-  inch  wide;  making 
together  a  width  at  the  surface 
of  2^  inches.  The  guard  flange, 
it  should  be  noted,  is  lower 
than  the  tread.  The  rail  is 
joined  to  the  angle-irons  with 
f-inch  rivets,  at  6  inches  of 
pitch  ;  and  the  angle-irons  are 
riveted  together  at  intervals  of 
two  feet,  except  at  the  junction 
of  two  lengths,  where  the  rivets 
are  only  six  inches  apart.  The 
rails  are  24  feet  in  length,  and 
break  joint  with  the  angle- 
irons  to  the  extent  of  2  inches ; 
and  are  thus  held  in  line.  They 
are  also  fished  with  flat  plates 
and  four  bolts  and  nuts  (see 
old  joint.  Fig.  39). 

The  rails  are  held  to  gauge 
by  wrought-iron  tie-rods, 
inches  by  ^  inch  thick,  three 
to  each  length  of  rail,  notched 
at  the  ends,  passed  through 
horizontal  slots  in  the  heads 
of  the  rails,  and  turned  into  a 
vertical  position  so  as  to  hold 
the  rails  in  gauge. 

The  foundation  consists  of 
a  bed  of  Portland  cement  con- 


SOUTH  LONDON  TRAMWAYS. 


137 


Crete,  1 1  inches  deep  and  1 1  feet  wide,  comprising  an  allowance  for 
pavement  of  3  feet  outside  the  rails,  on  each  side.  The  concrete 
is  composed  of  six  measures  of  Thames  ballast  to  a  2-inch  ring 
gauge,  and  one  measure  of  Portland  cement.  The  rails  are  laid 
on  the  foundation  and  duly  gauged,  when  a  i-inch  layer  of  fine 
concrete,  composed  of  three  parts  of  Thames  ballast  to  a  Tinch 
ring  gauge  to  one  part  of  Portland  cement,  is  deposited  on  the 
foundation  concrete,  enveloping  and  fixing  the  rails  in  place.  At 
the  same  time  the  rails  are  filled  flush  at  the  sides  with  fine 
concrete.  The  excavation  for  this  work  is  required  to  be  19  inches 
deep  and  1 1  feet  wide. 

The  work  is  covered  in  with  granite  paving,  7  inches  deep,  in 
4-inch  courses,  bedded  on  the  fine  concrete,  to  finish  at  a  level 
^  inch  above  the  rails.  The  paving  is  grouted  with  a  mixture  of 
blue  Lias  lime  and  coarse  sand  in  the  proportion  of  one  to  one, 
and  is  blinded  with  fine  coarse  ballast.  The  hardest  sets  are  laid 
next  the  rails. 

The  following  are  particulars  of  the  cost  per  mile,  single  line,  of 
the  way,  laid  for  a  width  of  1 1  feet : — 

Quantities  and  Cost  per  Mile,  Single  Line,  of  Meakins 
Way— South  London  Tramways,  1880. 


Rails  112  lbs.  per  yard,  176  tons;  tie-bars 

£ 

S. 

d. 

and  fishes,  5.}  tons  ;  laid  complete,  1,760 
lineal  yards  ...... 

@ 

26s. 

2,288 

0 

0 

Excavation,  lifting  and  carting  away,  19 

inches  deep,  ii  feet  wide,  3.406  cubic 
3'ards  ....... 

>  J 

2s.  6d. 

4^5 

15 

0 

Concrete,  12  inches  deep,  ii  feet  wide. 

2,151  cubic  5mrds  ..... 

J  J 

13s. 

1,398 

3 

0 

Watching  and  lighting  .... 

30 

0 

0 

Total  for  the  way  .... 

4,141 

18 

0 

Paving,  II  feet  wide,  6,453  square  yards  . 

14s. 

4-517 

2 

0 

Total  for  the  way  and  paving  . 

/8,66o 

0 

0 

For  the  usual  width  of  paving,  8  feet,  for  a  single  line,  the  cost 


138 


CONSTRUCTION  OF  TRAMWAYS. 


for  excavation  and  concrete  is  reduced  by  os.  6d.,  making 

the  cost  of  the  way  ;£3,659  17s.  6d.  per  mile,  single  line  ;  for  the 
pavement  ;£3,o8o;  making  together  ;£6,739  ^7^.  6d. 

The  cost  per  mile  of  single  way,  as  in  1892,  is  given  by 
Mr.  Gurdon  L.  Stephenson,  the  engineer  of  the  tramways,  as 
follows  : — ■ 


Estimate— Girder  Rail  for  7-iNCH  Paving,  1892. 

£  s.  d. 

Rails,  1 12  lbs.  per  yard=i76  tons  per 
mile  ;  fishes  and  bolts,  12^  tons  per  mile 

(no  tie-rods) :  1,760  lineal  yards  .  .  @  i6s.  6d.  1,452  o  o 

Excavation,  lifting  and  carting  away,  19 
inches  deep,  ii  feet  wide,  3,406  cubic 

yards  3^-  5^*^  ^8  o 

Concrete,  12  inches  deep,  ii  feet  wide, 

2,151  cubic  yards  .  .  .  .  .  13s.  i>398  3  o 

Watching  and  lighting  ....  30  o  o 


Total  for  the  way  .... 

Paving,  II  feet  wide,  6,453  square  yards  .  ,,  12s. 


3.391  I  o 

3,871  16  o 


Total  for  the  way  and  paving,  per 
mile,  single  line  .  .  .  . 


£7,262  17  o 


The  Meakins  rail  was  at  best  a  pioneer  rail,  built  up,  as  the 
rail-makers  were  not  prepared  with  suitable  machinery  for  rolling 
large  rails  in  one  piece.  It  was  proved  by  experience  that  the 
old  joint,  shown  in  Fig.  39,  was  the  weakest  point  of  the  rail.  It 
became  impossible,  after  a  time,  to  keep  the  joints  tight;  and  Mr. 
Stephenson  adopted  new  joints,  as  shown  in  Fig.  40,  made 
with  a  pair  of  angle  fish  plates,  3  feet  long,  riveted  to  the  rails 
with  six  rivets,  or  bolted  with  six  -|-inch  bolts  and  nuts,  where 
riveting  was  not  allowable.  With  these  fittings,  the  screw- 
threads  having  been  burred,  the  joints  keep  quite  tight,  and  do 
not  require  screwing  up  from  time  to  time.  The  whole  of  the 


SOUTH  LONDON  TRAMWAYS. 


139 


Meakins  rail  that  was  laid,  about  ten  miles  of  single  line,  continues 
in  use. 

A  portion  of  the  way  was  laid 
on  the  Barker  system.  It  is  now  in 
course  of  replacement  by  the  girder 
rail. 

In  April,  1892,  making  together 
about  twelve  street  miles,  there  were 
about  four  miles  of  the  Meakins  way, 
one  mile  of  the  Barker  way,  and 
seven  miles  of  the  girder  way. 

In  adopting  the  girder  rail  in 
1877,  Mr.  Stephenson,  failing  to  get 
what  he  required  in  England,  had 
recourse  to  the  Phoenix  Works  at 
Rurhort,  where  he  succeeded  in 
rails  of  section  No.  i, 
rolled,  which  he  adapted 


getting 


cr 


Fig.  41.  South  London  Tram¬ 
ways  :  Section  of  Rail  and 
Fish-plates. 


Scale  j. 


Fig.  4B 

to  7 -inch  paving.  No.  2  section  he  adopted  for  6-inch  paving. 


Total  height  of  rail 
Width  of  base 
Do.  head 
Do.  rolling  face  . 
Thickness  of  web 
Average  thickness  of  foot 
Weight  per  yard  . 


Xo.  I.  No.  2. 


8 

inches 

7 

inches 

6 

6 

y  * 

3? 

y  t 

3? 

y  y 

i| 

y  • 

If 

y  y 

1 

2 

y  y 

7 

16 

5  y 

1 

0 

y  y 

"r 

i 

16 

y  y 

1 12  lbs.  90  lbs. 


Unusually  large  fish-plates  are  employed  for  the  girder  rail : 
2  feet  in  length,  about  f  inch  thick,  weighing  61  lbs.  and  40  lbs. 
per  pair  respectively. 


CHAPTER  VI. 


RECONSTRUCTION  OF  THE  LIVERPOOL 

TRAMWAYS. 

The  Liverpool  Tramways  were  reconstructed  in  1877 — 78,011  the 
system  of  Mr.  George  F.  Deacon,  the  borough  engineer,  who 
prepared  the  plans  and  specifications  for  the  works,  and  under 
whose  superintendence  they  were  constructed.  They  comprised 
the  inner  circle  and  a  section  traversing  Lime  Street  and  Renshaw 
Street,  making  a  total  length  of  3,170  yards,  after  having  been  in 
operation,  as  originally  constructed,  for  a  period  of  six  or  seven 
years.  This  renewed  length  cost  for  maintenance,  in  1879, 
01'  ^24  per  mile.  The  original  lines  then  in  course  of 
reconstruction  had  more  recently  cost  for  maintenance  from 
to  ^500  per  mile. 

Inner  Circle. 

The  leading  feature  of  Mr.  Deacon’s  system,  illustrated  by  Figs. 
42  and  43,  is  the  method  of  fastening  the  rail  to  the  longitudinal 
sleeper  and  the  foundation  of  concrete,  by  means  of  a  central 
bolt.  The  fastening  is  suitable  for  a  side-groove  or  a  central- 
groove  rail;  but  in  Liverpool  the  central  groove  has  been  adopted. 
The  width  of  exposed  metal  surface  is  thereby  reduced  to  a 
minimum,  whilst  the  whole  area  not  occupied  by  the  groove 
being  utilised  as  a  tread,  the  total  width  of  tread  or  rolling  surface 
is  greater  than  that  of  the  ordinary  grooved  rail. 

In  order  at  once  to  place  the  pavement  and  the  rails  on  the 
same  foundation,  and  to  render  the  whole  surface  uniform,  the 


LIVERPOOL  TRAMWAYS. 


141 


streets  of  the  inner  circle  have  been  entirely  repaved,  and  provided 
with  new  foundations  of  concrete  for  their  whole  width  of  carriage¬ 
way,  simultaneously  with  the  laying  of  the  tramways.  The  old 
foundations  of  the  tramways  and  the  streets  were  entirely 


Fig.  42.  Liverpool  Tramways  : 
Inner  Circle  Rail  and  Fasten¬ 
ings.  Scale  T 


Fig.  43.  Liverpool  Tramways :  Section 
of  Inner  Circle  Rail.  Scale  I-. 


taken  out,  and  the  excavation  cleared  to  a  depth  of  14^  inches 
below  the  permanent  surface  of  the  street.  On  the  bottom,  a 
foundation  of  concrete,  made  with  Portland  cement,  7  inches 
-deep,  was  laid  for  the  whole  width  of  the  street,  and  finished  with 
a  smooth  surface.  The  concrete  was  left  alone  to  set  and 


142 


CONSTRUCTION  OF  TRAMWAYS. 


harden,  for  eight  days  at  least,  before  any  paving  was  laid.  The 
longitudinal  sleepers  on  which  the  rails  were  laid,  were  of  Memel, 
Dantzic,  or  Riga  red  pine,  5^  inches  deep  and  3d  inches  wide. 
For  straight  lengths,  they  were  of  either  of  two  lengths,  24  feet 
2  inches  or  18  feet  i^-  inches.  For  curves  they  were  in  lengths  of 
6  feet  f  inch,  sawn  from  the  solid  wood  to  the  required  curvature. 
The  upper  surface  of  the  sleeper  was  moulded  to  the  form  of  the  rail. 
Openings  were  cut  into  the  sleeper,  from  the  upper  face  and  one  of 
the  sides,  to  receive  the  fastenings.  All  the  sleepers  were  creosoted 
with  not  less  than  i  o  lbs.  of  creosote  oil  per  cubic  foot  of  timber. 
The  sleepers  were  placed  in  position  when  the  concrete  became 
perfectly  finn,  and  after  the  nuts  had  been  placed  on  the  holding- 
down  bolts. 

The  rails  are  of  Bessemer  steel,  weighing  61  lbs.  per  yard, 
rolled  in  lengths  of  24  feet  2  inches  with  ten  per  cent.  21  feet  or 
1 7  feet  in  length,  and  making  up  pieces  of  shorter  lengths.  They 
are  3d  inches  wide  and  3d  inches  deep  over  the  flanges.  The 
groove  is  in  the  middle  of  the  upper  surface,  i  inch  wide  and 
dd  inch  deep,  formed  into  a  semicircle  at  the  bottom.  The  upper 
bearing  surfaces  at  the  sides  of  the  groove  are  each  inches  wide  ; 
together  2d  inches.  Some  allowance,  Mr.  Deacon  admits,  must 
be  made  for  defective  gauging  of  wheels  and  rails ;  but  he  is  ot 
opinion  that  even  d  Il'ich  is  ample  width  of  groove.  The  thick¬ 
ness  of  the  rail,  measured  from  the  surface  is  if  inches.  Under 
the  groove  the  thickness  is  reduced  to  a  half,  or  dd  inches  ;  but, 
as  the  depth  of  the  groove  is  twice  as  great  as  the  depth  of  the 
wheel  flanges,  the  rail  cannot  be  worn  at  that  point.  The  flanges 
depend  if  inches  below  the  head;  they  are  of  great  strength, 
being  f-  inch  thick  near  the  edges,  and  thickening  upwards.  The 
test  applied  to  the  rails  was  the  fall  ot  a  weight  of  20  cwt,  through 
a  height  of  1 2  feet,  upon  the  middle  of  a  rail  laid  on  supports,  on 
a  span  of  5  feet.  If  the  rail  be  cracked  by  this  test,  the  other 
rails,  made  from  the  same  charge,  are  liable  to  be  rejected.  The 
rails  were  also  tested  by  chemical  analysis.  Such  as  were  found  to 
contain  less  than  0*30  per  cent.,  or  more  than  0*45  per  cent,  of 
carbon,  were  liable  to  be  rejected. 


LIVERPOOL  TRAMWA  YS. 


143 


The  rails  were  coated  at  the  under  side  with  thick  coal  tar, 
preparatory  to  being  laid  in  position  on  the  sleepers.  They  are 
fastened  by  means  of  a  central  |-inch  bolt,  of  adjustable  length, 
formed  with  an  eye  at  the  upper  end,  which  embraces  a  -|-inch 
round-iron  cross  pin,  passed  horizontally  through  |-inch  round 
holes  in  the  flanges  of  the  rail.  The  bolt  passes  down  through 
the  sleeper,  and  nearly  through  the  stratum  of  concrete,  and  is 
formed  with  a  head  at  the  lower  end,  which  takes  a  bearing  upon 
a  round  cast-iron  plate  or  washer,  6  inches  in  diameter,  which, 
with  the  lower  portion  of  the  bolt,  is  imbedded  in  the  concrete. 
The  bolt  is  parted  above  the  concrete,  within  the  body  of  the 
sleeper,  and  the  parted  ends  are  united  by  a  right-anddeft-handed 
double  nut,  affording  the  means  of  solidly  screwing  down  the 
rail  upon  the  sleeper,  and  both  together  to  the  foundation.  When 
the  screwing  down  is  completed,  the  side  opening  is  covered  by  a 
sheet  of  canvas,  coated  with  red  lead.  A  holding-down  bolt  is 
applied  at  a  distance  of  8  inches  from  the  end  of  every  rail,  and 
intermediately  at  intervals  of  about  3  feet  2  inches.  The  holding- 
down  bolts  are  placed  in  position  before  the  washers  are  bedded, 
and  each  bolt  is  enveloped  in  a  cast-iron  thimble,  which  is  with¬ 
drawn  after  the  concrete  is  set.  In  laying  the  washers,  a  framed 
template  is  used,  from  which  the  bolts  are  hung  in  their  proper 
positions.  The  wrought  iron  was  to  be  capable  of  bearing  a 
tensile  stress  of  twenty-one  tons  per  square  inch.  The  cast  iron 
was  to  be  of  such  strength  that  a  bar  i  inch  square,  3  feet  6  inches 
long,  should  not  break  with  a  weight  less  than  850  lbs.  applied  at 
the  middle,  on  a  span  of  3  feet. 

The  paving  sets  are  from  7  to  7^  inches  deep,  laid  on  a  4-inch 
layer  of  sand ;  except  the  sets  next  the  rail,  which  consist  of  the 
most  durable  stone,  the  hardest  granite,  or  cross-grained  trap. 
These  are  carefully  hammer-dressed  in  such  a  manner  that  their 
edges  touch  the  sides  of  the  rails,  and  that  they  touch  each  other 
at  their  surfaces  near  the  rails ;  so  that  the  upper  surfaces  of  the 
paving  sets  next  the  rails  are  practically  continuous.  Mr.  Deacon 
considered  that,  by  this  means,  the  rate  of  wear  and  loss  of  level  of 
pavement  next  the  rails  would  be  reduced  to  a  minimum,  and  that 


144 


CONSTRUCTION  OF  TRAAIWAYS. 


the  inconvenience  of  hollows  or  differences  of  level  between  the  rails 
and  the  pavement  would  be  obviated.  The  sets  next  the  rails  are 
bedded  on  cement  instead  of  sand  ;  they  are  alternately  wholes  and 
halves,  and,  as  they  are  accurately  gauged  in  all  directions,  they 
can  be  drawn  and  replaced  by  similar  sets  without  disturbing  the 
surrounding  pavement.  The  sets  are  from  5  to  7  inches  long, 
and  are  of  such  thickness  that  four  sets,  chosen  at  random  and 
placed  side  by  side,  may  measure  not  more  than  14  inches  across 
all  the  stones.  The  sets  are  laid  as  closely  as  is  consistent  with 
the  straightness  of  the  courses.  The  joints  are  then  filled  with 
clean  dry  gravel,  from  Te'  inch  to  f  inch  in  diameter,  which  is 
shaken  down  by  the  ramming  of  the  sets.  This  process  is  repeated 
until  the  joints  are  filled  with  gravel,  and  the  sets  no  longer  shake 
under  the  rammer.  The  joints  are  finally  run  up  with  a  boiling 
mixture  of  pitch  and  creosote,  by  which  the  smallest  crevice  or 
interstice  is  completely  occupied,  and  the  joint  is  made  watertight. 

The  whole  length  of  the  inner  circle  has  been  reconstructed 

o 

and  opened  for  traffic.  The  ordinary  cars  run  upon  the  new 
line  with  greater  ease,  it  has  been  reported,  than  upon  the  original 
portions  of  the  line.  As  the  ordinary  car  wheels  wore  out,  they 
were  replaced  by  central  flange  wheels,  having  a  tread  on  each 
side  of  the  flange.  Until  the  whole  of  the  lines  were  reconstructed, 
the  central-flange  wheels  ran  upon  both  the  side-grooved  and  the 
central-grooved  rails. 


Branch  Lines. 

The  general  principle  adopted  in  the  construction  of  the  inner 
circle  of  tramways,  by  which  uniformity  of  foundation  and  of  pave¬ 
ment  was  insured,  and  by  which  the  rail  was  firmly  secured  to  the 
foundation,  was  maintained  in  the  modified  design.  Figs.  44  and  45, 
proposed  for  the  branch  lines,  which  are  thus  described  : — - 

Throughout  the  inner  circle,  paving  sets  from  7  to  74  inches 
deep  have  been  employed ;  but  these  dimensions  exceed  by 
I  inch  the  depth  of  paving  sets  generally  adopted  in  Liverpool, 
for  all  streets  except  those  of  the  very  heaviest  traffic.  If  rails 
of  the  same  section  as  that  of  the  rails  laid  on  the  inner  circle 


LIVERPOOL  TRAM IV A  YS, 


145 


were  employed  for  the  shallower  paving,  it  would  be  difficult  to 
reduce  the  depth  of  the  sleepers  by  i  inch,  without  unduly  cutting 
away  the  sleeper  at  each  bolt.  For  this  reason,  and  also  with  a 
view  to  the  arrangement  of  the  fastenings,  so  that  the  rail  might 
either  be  fastened  down  or  removed  without  disturbing  any  sets. 


Fig.  44.  Liverpool  Tramways  : 
Section  of  Central  Grooved 
Rail  and  Fastenings.  Scale  5. 


Scale  \ , 


the  cast-iron  washers  differ  from  those  of  the  inner  circle,  in 
having  a  larger  hollow  to  receive  the  head  of  the  bolt,  and  having 
the  bolt  hole  half  an  inch  larger  than  the  bolt.  Before  the  concrete 
was  laid,  the  level  of  the  washer  was  fixed  by  a  slate,  placed 
underneath  it,  or  by  a  stone,  or  a  brick,  by  which  the  washer 
was  supported.  While  the  concrete  was  being  foimed  abo\e  the 

L 


146 


CONSTRUCTION  OF  TRAMWAYS. 


washer,  the  thimble  remained  round  the  bolt,  and  was  withdrawn 
when  the  concrete  was  set.  The  vertical  holes  through  the  sleepers, 
also,  were  half  an  inch  larger  than  the  bolts.  The  upper  end  of 
the  bolt  was  screwed  into  a  covered  nut  of  phosphor  bronze,  which 
was  sunk  into  the  rail,  through  the  bottom  of  the  groove,  and  made 
a  tight  fit  therein  with  red  lead.  The  bolt,  where  it  passed 
through  the  rail,  was  also  a  good  fit.  As  the  bolt  was  free  to  move 
in  the  concrete,  vertically  or  laterally,  with  the  rail,  the  joint  was 
free  from  liability  to  dislocation  by  vibration  or  weight  of  traffic. 

In  the  fastenings,  shown  in  Fig.  44,  the  cast-iron  washer 
projects  upwards  so  that  its  upper  side  is  flush  with  the  concrete. 
The  concrete  could  therefore  be  finished  off  without  interference 
with  any  such  projecting  parts.  The  concrete  between  the  jaws 
was  afterwards  scraped  out,  and  the  head  of  the  bolt  was  inserted. 
When  the  sleeper  was  laid,  a  mixture  of  boiling  pitch  and  creosote 
oil  was  run  into  the  groove  to  fill  the  hole  in  the  sleeper  and  the 
space  between  the  jaws.  This  asphalte  was  plastic  when  set ;  and, 
whilst  it  prevented  the  bolt  from  turning,  it  allowed  it  to  vibrate  with 
the  rail.  The  w^asher  is  rectangular  in  section,  3  inches  long  by 
6  inches  crosswise  of  the  rail.  With  such  a  fastening,  it  is  said 
that  the  tramway  can  be  laid  with  facility,  and  as  there  is  a  liberty 
of  3  inches  one  way,  and  |  inch  another  way,  for  setting  the  bolt 
head  between  the  jaws,  no  special  degree  of  nicety  is  required  in 
setting  the  bolt.  The  fastenings  are  now  under  the  heaviest 
traffic  in  Liverpool. 

The  rail.  Fig.  45,  is  of  steel  and  weighs  42  lbs.  per  yard.  It  is 
made  of  the  T  section,  having  the  central  groove  and  the  central  web. 
It  is  3  inches  wide  and  2^  inches  deep.  The  nut  is  screwed  up  by 
means  of  a  four-pronged  key,  and  Mr.  Deacon’s  experiments  show 
that  one  man  can  readily  draw  down  the  rails  with  a  pressure  of 
from  two  to  three  tons  at  each  fastening.  The  depth  of  the  rail  and 
sleeper  together  amounts  to  6  inches,  which  is  also  the  depth  of 
the  paving  sets.  For  country  or  suburban  lines  a  perfectly  firm 
tramway  may  be  constructed  on  this  principle  by  merely  laying 
each  line  of  sleepers  on  a  foundation  of  concrete  9  inches  or 
18  inches  wide.  In  Canada,  where  timber  is  plentiful,  a  line  of 


LIVERPOOL  TRAMWA  YS. 


147 


tramways  has  been  proposed,  on  the  principle  of  the  line  now 
described,  without  any  foundations  of  concrete,  but  with  longi¬ 
tudinal  foundations,  consisting  of  timber  sleepers  laid  flat  on  their 
sides,  to  support  the  grooved  sleepers  and  the  rails. 

It  has  been  found  in  the  experience  that  has  been  had  hitherto 
of  Mr.  Deacon’s  system  of  fastenings,  that  neither  cross-sleepers  nor 
cross-ties  are  necessary.  Under  the  heavy  trafflc  of  the  principal 
streets  of  Liverpool  the  gauge  has  been  maintained. 

Although  Mr.  Deacon  recommended  the  application  of  the 
central  groove  for  tramways  which  are  not  connected  with  side- 
groove  lines,  yet  the  principle  of  the  rails  and  fastenings  which  he 
has  adopted  may,  with  equal  facility,  be  employed  for  the  side- 
groove  rails. 

The  annexed  table.  No.  40,  contains  particulars  of  the  cost  of 
construction  of  tramways  on  Mr.  Deacon’s  systems,  for  four  kinds  of 
way,  illustrated.  The  third  and  fourth  are  two  lighter  and  less  costly 
forms,  on  the  same  leading  principle  of  construction  as  the  second 
design.  The  rails  weigh  only  35  lbs.  per  yard,  and  are  absolutely 
stronger  than  many  rails  of  older  forms  and  greater  weight. 

The  cost  of  the  stone  pavements  of  Liverpool,  exclusive  of 
concrete  foundation,  comprising  the  stone  sets,  a  layer  of  sand,, 
and  grouting  of  gravel  and  asphalte — is  about  9s.  per  square  yard, 
when  the  sets  are  6  inches  deep,  and  6s.  6d.  when  the  sets  are 
4  inches  deep.  The  costs  per  yard  forward,  and  per  mile,  two- 
18-inch  breadths  outside  the  rails,  are  as  follows  : — 


Per  yard  forward.  Per  mile. 


Single  line. 

For  sets  6  inches  deep 
Do.  4  >) 


£  s.  d.  £  s.  d.. 


.  126  1,804  C)  O 

.  o  16  3  1430  O  O 


Crossings  and  Points. 


Throughout  the  reconstructed  lines  the  crossings  are  formed  by 
bevelling  the  ends  of  one  of  the  lines  of  rails,  and  cutting  a  groove 
across  the  other  line  of  rails.  The  fixed  points  are  of  chilled  cast- 
iron,  and  those  which  are  movable  have  shear-steel  tongues.  In 
the  ordinary  side-grooved  points  the  tread  of  the  wheel  travels  for 


L  2 


148 


CONSTRUCTION  OF  TRAMWAYS, 


some  distance  only  on  the  thin  edge  of  the  point,  and  so  rapidly 
wears  it  down.  When  the  point  is  thus  worn  the  wheel  sinks  and 
runs  below  the  level  of  the  rail ;  and,  in  passing  over  the  point 
from  the  branch  to  the  main  line,  it  has  to  remount  on  the  main 
line  rail,  an  operation  by  which  an  inclined  plane  is  gradually 
worn  into  the  surface  of  the  rail.  This  evil,  it  is  thought,  is  to  a 
great  extent  obviated  by  the  use  of  the  central  flanged  wheels 
employed  to  run  upon  Mr.  Deacon’s  rails,  for  one  of  the  treads 
of  the  wheel  has  always  a  bearing  upon  the  tread  of  the  rail.  In 
order  still  further  to  increase  the  width  of  bearing  surface,  the 
width  of  the  groove  at  or  near  the  point  is  reduced  as  much  as  is 
practicable ;  and  the  wheel,  in  running  over  the  point  from  the 
branch  line,  arrives  in  a  much  shorter  distance  upon  the  tread  of 
the  main-line  rail.  With  the  same  object  in  view — the  preserva¬ 
tion  of  continuity  of  bearing  surface — the  depth  of  the  groove  at 
and  near  the  joint  is  made  the  same  as  the  projection  of  the 
wheel  flange. 

For  the  subsequent  work  of  reconstruction  or  renewals,  under 
the  direction  of  Mr.  Clement  Dunscombe,  the  city  engineer,  Mr. 
Deacon’s  system  was  adopted  by  him,  subject  to  modifications 
with  respect  to  the  fastenings  and  the  employment  of  sleepers  of 
cast-iron.  In  a  report  to  the  City  Council  Mr.  Duncombe  laid 
down  the  leading  conditions  for  the  best  system  of  tramway  as 
follows  : — 

1.  The  rail  and  sleeper  are  fastened  down  to  the  concrete 
foundations  by  means  of  suitable  fastenings. 

2.  The  sleepers  are  practically  continuous. 

3.  The  rail  can  be  replaced  or  tightened  up  without  disturbing 
the  paving. 

4.  The  sleepers  present  a  true  vertical  face,  free  from  all  pro¬ 
jections,  so  as  to  admit  of  close  paving  on  each  side  of  the  rail. 

On  a  solid  foundation,  with  durable  pavement,  of  which  the 
sets  next  the  rails  are  specially  dressed  and  accurately  gauged, 
such  a  system,  he  adds,  possesses  all  the  elements  for  a  good 
tramway.  Whilst  the  inner  circle  was  laid  with  Mr.  Deacon’s  H 
rail,  as  it  may  be  called,  with  fastenings  worked  from  the  side 


'Iable  No.  40. — Liverpool  Tramways  : — Deacon’s  Tramways,  with  Compensating  Fastening. 

Quantities  and  appioximate  cost  per  yard  forward,  single  line  (exclusive  of  pa\ing). 


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Note  to  Table.  The  cost  for  paving,  in  sets  6  inches  deep,  comprising  the  18-inch  breadths  outside  the  rails,  is  £1  2S.  6d.  per  N’ard  forward,  or 

4^1,804  per  mile. 


CONSTRUCTION  OF  TRAMWAYS. 


150 

(see  Fig.  42),  an  experimental  length  of  12  yards  of  single  line, 
of  the  T  section,  ‘‘the  central  grooved  rail,”  fixed  by  “jaw 
washers,”  was  laid  in  Lord  Street,  at  its  junction  with  South  John 
Street,  in  November,  1877,  and  has  been  in  use  since  that  time. 
At  this  point  the  heaviest  cross-traffic  over  the  tramway  exists, 
exceeding  2h  millions  of  tons  per  annum,  besides  an  exceptionally 
large  longitudinal  traffic,  in  which  loads  of  seven  tons,  on  four- 
wheeled  trucks,  are  common,  with  occasional  loads  of  12  tons.'‘‘ 
On  January  15,  1881,  a  rail  of  each  kind  of  way  was  taken  up  at 
the  given  place  in  Lord  Street,  and  the  condition  of  the  rails, 
sleepers,  and  fastenings,  after  three  years’  work,  was  found  satis¬ 
factory.  During  that  interval,  all  that  was  required  to  maintain 
the  rolling  surface  in  good  condition  was  the  occasional  tightening 
of  the  rails,  especially  at  the  joints.  Mr.  Dunscombe  hence  con¬ 
cluded  that  rails — the  T  rails — which  could  be  tightened  or 
replaced  from  the  surface,  were  preferable  to  those — the  H  rails — 
which  necessitated  the  removal  of  the  pavement  in  order  to  gain 
access  to  the  fastenings.  For  this  reason  he  selected  the  T  section 
for  further  construction  ;  and  also  as  affording  the  maximum  degree 
of  strength,  in  combination  with  the  minimum  quantity  of  metal. 
He  also  adopted  continuous  sleepers  of  cast  iron,  of  special  design, 
in  preference  to  timber  sleepers,  in  order  to  insure  a  valuable  asset,  as 
a  perfect  substructure,  when  the  lease  of  the  tramways  to  the  Tram¬ 
way  Company  shall  expire  on  December  31st,  1896.  The  general 
design  and  construction  are  shown  in  Figs.  46,  47,  48,  and  49. 

The  specification  for  the  reconstruction  and  extension  of  the 
Liverpool  Tramways  provided  that  the  existing  carriage  ways  were 
to  be  excavated  to  a  depth  averaging  14^  inches  below  the 
finished  surface,  for  the  Whitechapel  and  the  Pierhead  routes,  and 
12  J  inches  for  the  remaining  routes.  Beds  of  concrete  were  to 
be  laid  respectively  7  inches  and  6  inches  deep,  and  carefully 
floated  to  the  contour.  The  concrete  was  to  be  composed  of 

*  See  Mr.  G.  F.  Deacon’s  paper  on  “  Street  Carriage-way  Pave¬ 
ments,”  in  the  Minutes  of  Proceedings  of  the  Institution  of  Civil 
E7igineers,  1879,  vol.  Iviii.,  p.  i,  for  an  instructive  notice  of  the 
street  traffic  of  Liverpool. 


LIVERPOOL  IRAJlirVA  YS. 


151 

5  parts  by  measure  of  perfectly  clean  river  or  sea  gravel,  5  parts  of 
broken  hard  stones,  and  i  part  of  Portland  cement.  The  cement 
was  to  bear  successfully  the  following  tests  : — 


Fig.  46.  Deacon’s  Way,  as  laid  by  Mr.  Dunscombe,  Liverpool.  Scale 


Fig.  47.  Deacon’s  Way,  as  laid  by  Mr.  Dunscombe,  Liverpool.  Scale 

1.  It  is  not  to  leave  a  residue  exceeding  ten  per  cent,  when 
sifted  through  a  No.  50  gauge  wire  sieve. 

2.  Samples  gauged  with  water  are,  within  twenty-four  hours,  to 


Fig.  48.  Deacon’s  Way,  as  laid  by  Mr.  Dunscombe,  Liverpool. — Paving. 

Scale  -df. 

be  immersed  in  still  water,  until  they  are  seven  days  old,  when 
they  are  to  resist  a  tensile  stress  of  at  least  800  lbs.  on  the 
sectional  area  of  2^  square  inches. 

3.  Slow-setting  cement  is  not  to  be  firm  within  three  hours,  and 
quick-setting  cement  is  to  be  firm  within  half  an  hour.  The  test 
for  firmness  is  that  of  resistance  to  the  finger  nail. 


CONSTRUCTION  OF  TRAMWAYS, 


152 

On  consolidated  bottoms — hard-pitched  or  otherwise — a  bed 
of  bituminous  concrete  may  be  laid  instead  of  cement  concrete. 
Clean,  dry,  hard,  broken  stone,  or  foundry  slag,  in  pieces  not 
larger  than  3  inches,  is  to  be  laid,  and  well  rolled  and  filled 
up  with  boiled  pitch  and  creosote  oil.  The  surface  is  to  be 
covered  with  fine  broken  stone  or  gravel,  and  well  rolled.  Where 
the  depth  is  insufficient  for  holding  down  the  rail,  the  ground 


Fig.  49.  Deacon's  Way,  as  Fig.  50.  Deacon’s  Rail, 

laid  by  Mr.  Dunscombe,  Liverpool.  Scale 

Liverpool.  Section  of  Rail, 

Sleeper,  and  Jaw.  Scale  i. 

below  the  rail  is  to  be  removed  for  a  width  of  9  inches  on  each  side 
of  the  rail,  to  the  requisite  depth,  and  the  space  is  to  be  filled  with 
concrete. 

The  paving  for  the  whole  width  extending  18  inches  outside  the 
rails,  is  to  be  of  granite  or  syenite  sets,  7  J  inches  deep,  3t  inches 
wide,  and  from  5  to  8  inches  in  length,  for  the  Whitechapel  and 
Pierhead  routes  ;  for  the  remaining  routes,  6^  inches  deep,  3-J  inches 
wide,  and  from  5  to  7  inches  long.  To  be  laid  on  a  -^--inch 
layer  of  fine  gravel.  The  sets  of  syenite,  next  the  rails,  are  to  be 
finely  dressed  at  the  sides  abutting  the  rails,  so  as  to  touch  them 
approximately  at  all  points ;  the  upper  edge  is  to  touch  the  rail 
for  its  entire  width,  and  the  base  of  the  set  is  to  bear,  at  its 
extreme  ends,  on  the  bedding.  The  sets  next  the  rail  are  to  be 


LIVERPOOL  TRAMWAYS. 


153 


gauged  so  that  they  touch  in  the  joints  at  right  angles  to  the  rail 
for  a  length  of  at  least  2  inches  from  the  rail. 

The  rails  are  of  Bessemer  steel,  weighing  40  lbs.  per  yard,  of 
T  section.  Fig.  50,  with  a  central  groove,  i  inch  wide,  and  treads 
each  I  inch  wide  and  \  inch  thick,  making  a  total  width  of 
3  inches.  The  rail  is  2^  inches  in  depth,  and  the  web  or  body 
of  the  rail  is  inches  thick  at  the  lower  part.  The  length  of 
ordinary  rails  are  to  be  27  feet  8f  inches  and  21  feet  8|  inches. 
But  a  proportion  of  the  whole  quantity  of  rails,  not  exceeding 
seven  per  cent,  are  to  be  24  feet  inches,  18  feet  8|  inches,  and 
15  feet  8f  inches  in  length.  Curved  rails  are  to  be  bent  while  hot 
to  true  curves.  The  rail  is  drilled  vertically  for  the  holding-down 
bolts,  at  distances  of  three  feet  between  the  centres  of  the  holes ; 
except  at  the  ends,  where  the  centres  of  the  terminal  holes  are 
4f  inches  from  the  ends  of  the  rail. 

The  limits  of  the  composition  of  the  steel  are  to  be  as  follows  : — 

Phosphorus,  not  above  ....  •  10  per  cent. 

Carbon  from  *25  to  *45,  average  .  •  ’35  >> 

Manganese,  not  exceeding  .  ,  .  i-oo  ,, 

There  is  not  to  be  any  more  silica  in  the  steel  than  is  necessary 
for  working  it. 

The  rails  are  tested  chemically  for  the  percentages  of  carbon, 
phosphorus,  manganese,  silica,  8zc.  For  this  purpose,  examples 
are  taken  from  each  converter  charge,  consisting  of  2  ounces  of 
borings.  The  mechanical  tests  and  the  results  of  the  tests  are  as 
follows : — 

1.  The  drop  test :  a  weight  of  20  cwt.  to  fall  from  a  height  of 
10  feet  upon  the  centre  of  a  rail  supported  on  bearings  3  feet  apart, 
without  fracture.  The  average  deflection  for  twenty-two  tests  of 
pieces  of  rail,  consisting  of  crop  ends  from  4^  feet  to  5b  feet  in 
length,  was  for  nine  drilled  rails,  9I-  inches,  and  for  twenty  undrilled 
rails,  8|-  inches.  In  this  case  the  holes  for  the  drilled  rails  were 
placed  directly  on  the  bearings. 

2.  Tensile  test:  pieces  cut  from  rails  to  have  a  tensile  strength 
of  from  28  to  31  tons  per  square  inch,  with  an  elongation  of  20 


154 


CONSTRUCTION  OF  TRAMWAYS. 


per  cent,  in  a  length  of  64  inches.  The  average  breaking  weight 
for  three  tests  was  284  tons  per  square  inch,  and  the  elongation 
20  per  cent. 

3.  Hot  bending  tests  :  strips  heated  to  a  cherry-red  heat  to 
bend  double  round  a  curve  of  which  the  diameter  shall  not  exceed 
three  times  the  thickness  of  the  piece  tested.  Results  of  three 
tests  satisfactory. 

4.  Cold  bending  tests  :  samples  of  rails  to  be  bent  double  when 
cold,  to  a  radius  of  6  inches,  having  the  groove  inside  the  curve. 
Results  of  two  tests  satisfactory. 

5.  Deflection  test :  rails  supported  upon  bearings  3  feet  apart, 
and  loaded  at  the  centre,  to  have  an  elastic  limit  of  7  tons  of 
load.  For  seven  tests  the  greatest  elastic  limit  was  10  tons,  the 
least  5  tons  (rejected);  the  average,  74  tons. 

In  another  series  of  tests,  designed  to  ascertain  the  difference  of 
deflection  when  a  drilled  hole  was  placed  at  the  middle  of  the 
space  between  the  supports,  the  following  results  of  tests  were 
obtained  : — with  ist,  a  drilled  rail  10  feet  long,  the  drilled  holes 
being  placed  on  the  supports ;  2nd,  another  part  of  the  same 
rail  as  No.  i,  having  a  drilled  hole  at  the  centre  between  the 
supports  ;  3rd,  the  first  experiment  repeated  with  a  piece  of  another 
rail  10  feet  long;  4th,  with  a  piece  of  the  same  rail,  the  second 
experiment  repeated.  The  loads  were  applied  gradually  by  means 
of  a  steam  lever  machine,  at  the  middle,  between  the  supports  : — 


Load. 

ist  rail. 

2nd 

rail. 

3rd  rail,  j 

4th  rail. 

Tons. 

Inch. 

Inch. 

Inch. 

Inch. 

Inch. 

Inch. 

Inch. 

Inch. 

55 

Deflection 

5 

•  ) 

1  0 

.5 

0  2 

1 

8 

•  « 

( 

Permanent  set 

0 

0 

0 

1 

6) 

Deflection 

*> 

1 

1  (> 

•  • 

f> 

.> 

1 

0 

1  6 

•  V 

\ 

Permanent  set 

0 

•  • 

0 

0 

1 

0-2 

7  ) 

Deflection 

1 

4 

•  • 

1 

4 

i 

X 

•  • 

a 

8 

\ 

Permanent  set 

0 

•  • 

1 

*4  0 

0 

«  • 

9 

A  .1 

8) 

Deflection 

9 

o“2 

broke 

5 

1  r> 

•  • 

•  • 

•  • 

{ 

Permanent  set 

JL 

1  A 

•  • 

•  • 

9  ) 

Deflection 

5 

1  6 

•  • 

•  ■ 

5 

s 

•  • 

•  • 

\ 

Permanent  set 

:5 

0  2 

•  • 

•  • 

•  • 

a 

8 

•  • 

•  • 

LIVERPOOL  TRAMWAYS. 


155 


These  results  show  that  the  stiffness  of  rails  within  their  elastic 
ranges  was  not  materially  affected  by  the  presence  of  drilled  holes. 
Two  pieces  of  rail,  ^  inch  square,  tested  for  tensile  strength,  broke 
each  with  a  load  of  ipf  tons,  equivalent  to  50  tons  per  square 
inch,  with  an  elongation  of  16  per  cent,  in  6|-  inches. 

The  sleepers  are  of  tough  cast  iron,  containing  not  less  than 
one-sixth  of  good  foundry  scrap.  They  weigh  90  lbs.  per  yard, 
and  are  of  a  trough-like  section.  They  are  5  feet  iif  inches  in 
length,  except  at  junctions,  where  they  are  3  feet  inches  long, 
and  at  curves  2  feet  1 1 1  inches.  They  are  made  with  transverse 
ribs,  and  the  recesses  are  overarched,  within  the  casting.  They  are 
filled  to  the  level  of  the  under  side  of  the  rail^itli  Portland- 
cement  concrete  ;  and  the  recesses  are  protoffmd  by  a  coating  of 
Dr.  Angus  Smith’s  solution — pitch  and  creo^te  oil — while  heated 
to  a  temperature  of  320°  Fahr. 

Special  sleepers  are  laid  at  the  ends  of  the  points,  and  elsewhere 
where  required.  Besides  giving  a  bearing  for  fhe  rails  they  occupy 
the  angular  space  formed  at  the  points,  where  they  are  roughened 
at  the  surface.  They  are  3  feet  in  length  and  are  cast  of  the  best 
cold-blast  iron,  chilled  for  a  depth  of  at  least  f  inch. 

The  points  are  9  feet  long,  and  are  either  fixed  or  movable. 
Fixed  points  are  laid  where  the  traffic  is  in  one  direction  only,  and 
also  on  trailing  points.  They  are  of  cold -blast  iron  and  chilled. 
Movable  points  are  laid  for  branches,  having  a  movable  tongue 
of  tough  cast  steel,  pinned  to  the  stock  by  means  of  a  cylinder- 
conical-headed  bolt  and  nut  of  phosphor  bronze,  and  controlled 
at  the  other  end  by  means  of  a  steel  pin,  passed  through  the  point. 
Both  the  steel  switch  and  its  bed  are  planed.  The  point  castings 
are  3  inches  wide  at  the  narrow  end,  and  6  inches  at  the  broad 
end ;  cast  hollow,  and  filled  with  Portland  cement  concrete  flush 
with  their  lower  sides. 

Crossings  are  of  cold-blast  iron,  made  with  sleepers  for  the  two 
rails  at  each  end,  with  solid  angular  spaces  roughened.  The 
exposed  surfaces  are  chilled.  The  crossings  are  cast  hollow  and 
filled  with  concrete. 

For  the  cast-iron  sleepers,  test-bars  i  inch  square  and  42  inches 


CONSTRUCTION  OF  TRAMWAYS. 


156 

long,  are  to  support  a  load  of  not  less  than  800  lbs.  placed  mid¬ 
way  between  supports  3  feet  apart  For  the  points  and  crossings, 
like  test-bars  are  to  support  not  less  than  850  lbs.  at  the  centre 
for  a  clear  interval  of  five  minutes.  Of  340  test-bars  for  sleepers, 
the  transverse  resistance  was  from  804  lbs.  to  1,150  lbs.;  and 
averaged  845  lbs.  ;  and  the  deflection  was  from  f  inch  to  inches, 
averaging  -ff  inch.  Of  55  test  bars  for  points  and  crossings, 
the  transverse  resistance  was  from  950  lbs.  to  1,220  lbs.  and 
averaged  986  lbs. 

The  rails  are  fastened  to  the  sleepers  by  means  of  cylinder 
conical-headed  No.  6  phosphor  bronze  inch  bolts,  and  wrought 
iron  collar  nuts.  The  bolts,  coated  with  red  lead,  are  passed 
through  holes  drilled  to  gauge  centrally  through  the  rails  and 
through  holes  drilled  in  the  upper  part  of  cast-iron  holding-down 
jaws,  which  are  solidly  embedded  in  the  foundation  of  concrete. 
The  collar  nuts,  of  the  best  rivet  iron,  take  a  bearing  within  the 
jaws  ;  and,  when  screwed  up,  they  pull  down  the  rail  and  sleeper 
together  to  the  foundation.  To  preserve  them  from  oxidation 
the  recess  in  which  they  are  lodged  is  filled  with  plastic  pitch.  By 
means  of  the  slot  or  groove  cut  across  the  head  of  the  bolt,  it  may 
afterwards  be  tightened  up  with  a  suitable  driver  from  the  surface ; 
and  while  the  nut  is  held  firmly  in  its  plastic  envelope,  the  envelope 
is  sufficiently  elastic  to  admit  of  slight  compensatory  movements 
of  the  bolt  from  above,  under  heavy  traffic  from  above.  The 
bolts  are  screwed  with  twelve  threads  to  an  inch. 

The  bolts  and  nuts  were  then  tested,  to  the  extent  of  i  per 
cent,  of  samples,  by  screwing  the  nuts  home,  suspending  the  bolts 
by  their  necks  in  a  closely  fitting  socket,  and  hanging  a  load  of 
3  tons  from  the  nut  for  fifteen  minutes.  During  this  interval  the 
bolt  was  turned  once  round  in  the  nut  as  often  as  might  be  required. 
After  the  bolt  was  released  and  unscrewed,  if  any  indications  were 
visible  of  stripping  of  the  thread  of  either  the  bolt  or  the  nut,  or  of 
the  collapse  of  the  neck  of  the  bolt,  or  of  any  other  defect,  the 
fastenings  were  rejected.  Fifteen  bolts  out  of  385  thus  tested  were 
broken. 

The  test  load  of  3  tons  for  the  bolts  and  nuts  was  determined 


LIVERPOOL  TRAMWA  VS. 


157 


by  the  following  process  : — An  experimental  f-inch  wrought-iron 
bolt,  screwed  with  14  threads  to  the  inch,  and  cupheaded,  was 
suspended  by  a  cylindrical  gun-metal  nut,  i  inch  in  diameter  and 
inches  in  length,  from  a  horizontal  bar.  The  nut  was  turned 
round  from  the  top  by  means  of  a  cross-headed  key,  of  which  the 
head  was  16  inches  long,  by  a  strong  workman.  On  the  cup  head, 
at  the  lower  end,  a  circular  disc  was  placed,  loaded  with  heavy 
weights  until  the  workman  became  unable  to  turn  the  nut  from 
the  top  by  means  of  the  key.  The  limiting  weight  was  found  to 
be  2^  tons  nearly.  The  test  load  was  therefore  fixed  at  3  tons  : 
a  greater  strain  than  would  ever,  in  practice,  be  put  upon  the 
fastenings. 


Figs.  51  and  52.  Deacon’s  Way,  Liverpool. 

Alternative  Fastening.  Scale 

A  proposed  modification  of  the  fastenings  now  employed  is 
shown  in  Figs.  51  and  52.  The  bolt  is  reduced  from  6^  inches  to 
2^  inches  in  length,  and  is  fitted  with  a  wrought-iron  socket  bolt, 
with  a  nut  and  collar  head. 

The  way  is  laid  as  follows  : — On  the  floor  of  the  excavation 
<6-inch  cubes  of  concrete  are  laid  at  intervals  and  levelled  for  the 
support  of  the  sleepers.  The  rails  are  laid  on  the  sleepers,  the 
bolts  are  inserted,  and  jaws  are  attached.  A  washer  ^  inch  thick 
is  temporarily  inserted  between  the  top  of  the  jaw  and  the  crown 
•of  the  arch  in  the  sleeper.  The  rails  having  been  placed  to  gauge, 
the  foundation  of  concrete  is  laid  in  ;  well  packed  under  the 


CONSTRUCTION  OF  TRAM  WAYS. 


158 

sleepers  by  means  of  steel  rammers.  When  the  concrete  has  set, 
the  bolts  are  withdrawn,  that  the  temporary  washers  may  be 
removed,  and  replaced  and  screwed  up  from  above.  The  rails  are 
thus  drawn  down  to  the  foundation,  under  a  pressure  estimated  at 
3  tons  for  each  bolt,  the  recesses  are  then  filled  with  plastic  pitch, 
and  the  work  is  ready  for  the  paving. 

The  contract  prices  (April,  1881)  for  material  delivered 
upon  the  respective  works,  and  upon  which  the  nett  cost  of  the 
Liverpool  tramways  has  been  based,  were  as  follows  ; — 


Bessemer  steel  rails 

•  •  •  • 

£  s. 

8  15 

d. 

0  per  ton. 

Castings,  straight 

•  •  •  • 

5  H 

0 

curved 

•  •  •  • 

6  0 

0 

Holding-down  jaws,  &:c.  . 

•  •  •  * 

5  H 

0 

Special  sleepers,  points  and  crossings  (cold-blast 
iron)  chilled  on  exposed  surface,  inclusive  of  all 
patterns . 

9  5 

0 

Collar-headed  nuts  . 

• 

2  8 

0  per  cwt. 

Phosphor-bronze  bolts 

•  •  •  • 

9  17 

6  „ 

Syenite  sets,  inches  wide, 

5  to  7  inches  long 

inches  deep,  and 

•  •  •  • 

I  9 

0  per  ton. 

Do.  per  square  yard,  as  laid  , 

•  •  •  » 

0  8 

8  „ 

Broken  stone  for  concrete 

.  •  •  • 

0  5 

6  „ 

Do.  per  cubic  yard  of  concrete 

• 

0  4 

9  V 

Portland  cement  (Corporation  standard) 

I  19 

6  „ 

Do.  per  cubic  yard  of  concrete 

•  •  *  • 

0  5 

9  - 

Dee  gravel  .... 

•  •  • 

0  5 

6 

Do.  per  cubic  yard  of  concrete 

•  •  *  • 

0  5 

9 

Shingle  for  filling  joints  of  pavin 

cr 

c>  • 

0  6 

6  „ 

Do.  per  square  yard  of  paving 

•  •  •  • 

0  0 

T  -1 

2  > » 

Pitch . 

•  •  •  • 

I  6 

6  „ 

Creosote  oil  ...  . 

•  •  •  • 

0  0 

2|pergal. 

Wages : — 

Ordinary  platela3’’ers  , 

•  •  •  • 

0  4 

0  per  day. 

Leading  .... 

•  •  •  • 

0  5 

0  ,, 

Foremen  .... 

.  rs.  6d  and  8s.  6d.  ,, 

Labourers  .... 

•  •  •  • 

3 

10  „ 

LIVERPOOL  TRAMWA  YS. 


159 


Wages — co7itinued. 

Paviors  (outside  tramway  limits)  piece-work*  per  square  yard. 

Do.  (inside  do.)  qd.  per  square  yard. 

Masons . 056  per  day. 

Set  dressers,  day-work . 060,, 

Do.  piece-work.  Various  prices  which  are  regulated  according  to 
special  class  of  sets  required,  and  vary  from  7s.  6d.  to  i6s.  per  ton. 


£  s. 

d. 

s. 

d. 

8  15 

0 

550 

0 

0 

5  14 

0 

806 

2 

0 

5  H 

0 

94 

I 

0 

9  10 

0 

130 

12 

6 

2  8 

0 

44 

16 

0 

0  4 

2 

380 

4 

I 

Quantities  and  Costs  (Contract  Prices)  per  Mile,  Single 
Line,  of  Deacon’s  System,  as  laid  by  Mr.  Dunscombe  in 
Reconstruction  and  Extension,  Liverpool  Corporation 
Tramways,  1880—81. 

Bessemer  steel  rails,  drilled  complete, 

40  lbs.  per  yard,  62*85  tons  .  .  @ 

Cast-iron  sleepers,  covered  with  non- 
corrosive  covering  complete,  90  lbs. 
per  yard,  141*42  yards 
Cast-iron  holding-down  jaws,  do.  16*50 

tons . 

Phosphor  bronze  bolts,  13^  cwt. 

Wrought-iron  nuts,  i8§  cwt. 

E.xcavation,  12^  inches  deep,  including 
carting  and  tipping,  1,825  cubic  yds. 

Portland  cement  concrete,  7  inches 
deep,  including  labour  of  mixing  and 
spreading,  and  finishing  to  an  even 
surface,  for  paving,  988^  cubic  yds.  ,,  018  6 

Laying,  comprising  all  labour  and 
materials  for  filling  sleepers  with 
concrete,  filling  recesses  with  pitch  ; 
and  all  platelaying  in  connection 
with  jaws,  sleepers,  rails,  and  fasten¬ 
ings,  1,760  lineal  yards  .  .  ,,,016 

Paving  ;  syenite  set  paving,  3^  inches 
by  6j  inches,  including  all  labour 
and  materials,  4,400  square  yards  .  ,,  on  2 

Total  for  way  and  paving  ,  . 

*  These  prices  include  all  labour  from  the  formation  of  the  upper 
surface  of  the  concrete. 


914  7  o 


132  o  o 
3.052  2  7 


2,456  o  o 
2  7 


i6o 


CONSTRUCTION  OF  7R  AM  WAYS. 


A  tramway  similar  in  construction,  for  light  traffic  on  suburban 
lines,  was  designed  by  Mr.  Dunscombe,  with  Bessemer  steel 
rails  of  30  lbs.  per  yard,  and  cast-iron  sleepers  of  60  lbs. 
per  yard  : — 


Per  mile,  single  line. 


£ 

s. 

d. 

£ 

s. 

d. 

Rails,  47‘i5  tons  .... 

.  @  8 

15 

0 

412 

0 

0 

Sleepers,  94*29  tons 

•  >>  5 

H 

0 

537 

7 

7 

Jaws,  1 1 '00  tons  .... 

•  M  5 

14 

0 

62 

14 

0 

Bolts,  6*87  cwt.  .... 

•  > »  9 

10 

0 

65 

6 

3 

Nuts,  23 '60  cwt.  .... 

.  ,,  2 

8 

0 

47 

2 

10 

Laying  1,760  lineal  yards 

.  , ,  0 

I 

3 

no 

0 

0 

D234 

10 

8 

Foundation  and  paving  . 

•  • 

• 

.  2,200 

0 

0 

Total  for  way  and 

paving  . 

• 

•  ;^3434 

10 

8 

The  comparative  cost  of  timber  sleepers  and  cast-iron  sleepers 
may  thus  be  stated  : — 


Per  lineal  yard,  Per  lineal 

single  line.  mile, 

s.  d.  £  s.  d. 

Sleepers  of  cast  iron,  90  lbs.  per  lineal 

yard,  @  ^5  14s.  per  ton  ...  9-2  806  13  4 

Sleepers  of  best  Baltic  red  pine,  6  inches 
by  3  inches,  shaped  to  pattern,  and 

creosoted,  @  5s.  6d.  per  cubic  foot  .  4  363  o  o 


Difference  in  favour  of  timber 

sleepers  per  lineal  mile  ....  ;^443  13  4 

The  experience  for  the  last  ten  years  (1892)  of  the  Lyver  system 
of  tramways  as  laid  in  Liverpool  appears  to  show  that  the  economy 
of  maintenance  anticipated  by  the  inventors  has  been  justified. 
During  the  decade  the  traffic  has  been  enormous ;  and  the  wear  and 
tear  of  the  lines  is  materially  influenced  by  the  traffic  ever  flowing 
to  and  from  the  docks. 

On  the  basis  of  100,000  tons  of  traffic  per  annum  on  one  rail, 
the  wear  has  been  about  *015  inch,  equal  to  ’0086  of  the  original 
weight:  40  lbs.  per  lineal  yard.  Of  course  .the  rails  have  varied 


LIVERPOOL  TRAMWAYS. 


l6l 


in  their  wear  according  to  the  particular  conditions  of  their 
locality. 

The  cost  of  maintenance  over  the  47. V  miles  was  under  i  per 
cent,  per  annum,  on  the  basis  of  a  cost  of  ^{^6,000  per  mile.  This 
price  is  for  a  first-class  permanent  way  on  concrete  foundations 
into  which  the  rails  are  secured. 

A  lighter  and  cheaper  form  has  been  designed  for  and  success¬ 
fully  used  in  country  places  where  there  is  no  concrete  bottom 
or  foundation,  or  Avhere  the  employment  of  concrete  is  to  be 
reduced  to  a  minimum.  In  this  case,  the  rail  is  secured  to  a 
troughed  girder  sleeper,  and  the  cost  of  a  lo-lb.  steel  rail,  sleeper, 
and  fastening  would  not  exceed  ;£i,5oo  per  mile. 

Another  modification  of  the  Lyver  system  consists  in  its  applica¬ 
tion  to  dock  railways  on  which  locomotives  are  used. 

The  advantages  of  a  channeled  rail  in  towns  instead  of  the 
ordinary  form  of  railway  track  is  obvious  as  regards  its  non¬ 
interruption  of  ordinary  traffic,  non-disturbance  of  road  level,  and 
ability  to  relay  without  disturbing  the  roadway.  Too  great  stress 
cannot,  it  is  thought,  be  laid  on  the  last  point. 


M 


A 


CHAPTER  VIE 
D UBLIN  TRA AIWA  FS. 


The  superiority  of  the  Larsen  rail — as  a  rail  with  side  fastenings — 
to  the  rails  with  vertical  spike  fastenings,  was  established  by  the 
experience  acquired  of  its  capabilities  on  the  London  Street 
Tramways,  though  in  these,  as  in  the  Belfast  tramways,  subse¬ 
quently  constructed,  the  system  of  side  fastening  was  but  imper¬ 
fectly  developed.  Mr.  Hopkins  improved  the  system  of  the  side 

fastener  by  substituting  for  the  fastener  in 
two  or  three  pieces,  a  solid  staple,  or  “  dog,” 
in  one  piece,  which  he  employed  in  the  con¬ 
struction  of  the  Dublin  tramways,  of  which 
he  was  the  engineer,  and  the  works  for 
which  were  commenced  in  October,  1871. 
The  design  of  the  tramway  was  very  simple : 
four  rails  laid  on  four  longitudinal  sleepers, 
bedded  in  four  longitudinal  trenches  of 
concrete  ;  similar  to  the  first  system  adopted 
by  Mr.  Hopkins  for  tramways  in  London. 
The  rail,  shown  in  section.  Fig.  53,  weighed 
53  lbs.  per  yard  ;  it  is  4  inches  wide  ;  but 

^\vays^:*— S^cbon  ofTrii  is  thinner  than  the  grooved  rail  of 

and  sleeper,  showing  earlier  design  it  is  deeper,  and  shows  clearly 
Scale^  fastening.  ^  distribution  of  material  than  in  these 

rails ;  better  even  than  the  Belfast  rail. 


. . 

^  1'  •'  ifr'  .  "/  ■  '■  '  '' 


'1  . . ’'X.'*' 

. . . . i,.-' 

. . 


which  was  of  later  construction,  and  designed  by  Mr.  Larsen. 
I  he  rolling  surface  of  the  Dublin  rail  is  2  inches  wide ;  the 
groove  is  inches  wide  and  -H-  inch  deep,  with  a  flat  floor; 


/ 


DUBLIN  TRAMWAYS, 


1^3 


■T  ■  Is-'; 


i^;= 


the  ledge  is  §  inch  thick  at  the  surface.  The  rails  were  fixed 
upon  longitudinal  fir  sleepers  4  inches  wide  and  6 
inches  deep,  in  lengths  of  from  18  to  25  feet,  and 
rebated  to  receive  the  rails.  The  rails  were  pressed 
down  and  solidly  bedded  by  means  of  screw- 
cramps.  In  this  position  they  were  fixed  to  the 
sleepers  by  means  of  staples  in  one  piece,  made 
of  3-inch  round  iron,  the  lower  ends  of  which 
were  barbed.  A  section  of  the  rail  and  sleeper 
thus  fixed  together  is  shown ‘in  Fig.  53.  The 
staples  were  applied  at  intervals  of  3  feet  on  each 
side  of  every  rail,  and  there  was  one  on  each  side 
of  the  rail  at  a  distance  of  about  4  inches  from 
each  end.  At  curves  in  the  line,  if  not  severe, 
the  sleepers  were  in  some  instances  sawn  half 
through  the  outer  side  at  intervals,  and  wedges  ^ 
were  driven  into  the  cuts  until  the  sleeper  took 
the  required  curvature.  At  sharp  curves,  the 
sleepers  in  short  lengths  were  sawn  to  the  re¬ 
quired  curvature.  The  ends  of  the  rails  were 
stayed  with  wrought-iron  plates,  7  inches  long, 
iV  inch  thick,  and  2^  inches  wide,  let  into  recesses 
adzed  off  the  sleeper.  The  intention  in  applying 
these  plates  was  to  maintain  the  ends  of  the  rails 
at  the  same  level. 

A  general  section  of  both  lines  for  a  double  way 
is  given  in  Fig.  54.  The  rails  of  each  line  are 
placed  to  a  gauge  of  5  feet  3  inches,  which  is  the 
railway  gauge  of  Ireland,  though  railway  waggons 
cannot  be  run  on  the  tramway.  There  is  a  clear 
4-foot  space  between  the  two  lines  of  way,  and 
there  are  the  customary  18-inch  breadths  outside 
the  outer  rails.  The  working  edge  of  the  groove 
is  at  the  middle  of  the  width  of  the  rail,  or  two 
inches  from  each  edge ;  and  the  total  width  of  roadway  occupied 
by  the  double  line  of  tramways  is  made  up  as  follows  ; — 


o 

tin 


M  2 


54.  Dublin  Tramways  : — Section  of  the  double  way.  Scale 


164 


CONSTRUCTION  OF  TRAMWAYS. 


Two  lines,  5  feet  3  inches  gauge 
Intermediate  space  . 

Four  half-widths  of  rail 

Two  breadths  of  paving  outside 


Ft.  In 

10  6 

4  o 
0  8 

3  0 


Total 


18  2 


making  a  total  width  of  18  feet  2  inches.  Four  trenches  were 
cut  in  the  tracks  of  the  rails,  to  a  depth  of  18  inches  below  the 
level  of  the  roadway,  to  a  width  averaging  about  2  feet,  whilst  the 
intervening  surface  was  excavated  to  a  depth  of  ii  inches.  The 
excavated  space  was  filled  with  concrete  to  a  level  of  about 
74  inches  below  the  surface,  forming  a  level  bed  for  the  sleepers. 
The  concrete  was  made  with  blue  lias  lime,  or  with  Portland 
cement.  The  ends  of  the  sleepers  were  laid  in  cast-iron  chairs, 
like  those  of  the  Liverpool  line,  page  20,  which  fitted  them  tightly 
and  were  fixed  to  them  at  the  outer  side  by  two  nails,  one  to  each 
end  of  the  sleeper.  The  inner  sides  were  formed  with  dovetail 
and  slots,  to  receive  the  ends  of  a  tie-bar  at  each  point.  Inter¬ 
mediate  ties  of  flat  iron  were  placed  at  intervals  of  about  seven 
feet ;  they  were  split  at  the  ends,  and  formed  with  right  and  left 
knees  in  the  manner  shown  in  Fig.  51,  page  157,  by  which  they 
were  nailed  or  spiked  to  the  sleepers.  A  bed  of  sand  i  inch  thick 
was  laid  on  the  concrete  to  receive  the  paving,  which  consisted  of 
granite  sets,  6  inches  deep.  The  transverse  joints  of  the  paving, 
I  inch  wide,  were  filled  with  small  gravel  or  shingle,  which  was 
rammed  into  the  joints,  after  which  the  paving  was  beaten  with 
ordinary  rammers. 

The  following  is  a  statement  of  the  quantities  with  the  approxi¬ 
mate  actual  cost,  for  one  mile  of  double  way : — 

Dublin  Tramways— Quantities  and  Approximate  Cost  for 
One  Mile  of  Double  Way,  1871 — 72. 


Excavation 

Concrete 


3,500  cubic  yards  @  2s, 
1,400  ,,  ,,  6s. 


£  d. 

350  o  o 
420  o  o 


Carried  forward  . 


^■770  0  o 


DUBLIN  TRAMWAYS, 

I 

^5 

Dublin  T  ram  ways — cotitinued. 

€ 

S. 

d. 

Broug 

ht  forward 

•  •  • 

770 

0 

0 

Sand  and  shingle 

400  tons 

®  3s. 

60 

0 

0 

Sleepers 

3,520  cubic  feet 

,,  2s.  6d. 

440 

0 

0 

Rails,  wrought  iron  .  | 

7,040  lineal  yards 
190  tons 

1 

2,280 

0 

0 

Chairs,  cast  iron 

tons 

66 

0 

0 

Nails 

1 

‘2 

>>  2^24 

12 

0 

0 

Cushions  . 

Staples,  14,080  at  350 

0'6o  „ 

i^io 

6 

0 

0 

lbs.  per  1,000  . 

,,  ^26 

57 

4 

0 

Tie-bars 

Laying  rails,  single 

2i6 

176 

0 

0 

line 

3,520  lineal  yards 

,,  IS. 

176 

0 

0 

Cost  of  way 

•  *  • 

•  •  • 

4.043 

4 

0 

Paving 

9,973  square  yards 

@  5s.  6d. 

2,742 

1 1 

6 

Carting  away  debris 

•  •  • 

50 

0 

0 

Watching  and  lighting 

. 

. 

120 

0 

0 

Management  and  contingencies  . 

• 

150 

0 

0 

Total  approximate  cost  per  mile  of  double  way  . 

7.105 

15 

6 

Do. 

do. 

single  way  . 

3.552 

17 

9 

The  first  portion  of  the  lines  was  opened  between  St.  Stephen’s 
Green  and  Rathgar,  2^  miles,  on  February  i,  1872.  The  tram¬ 
ways  were  fully  opened  to  a  length  of  16  miles  early  in  1874. 


CHAPTER  VIII. 


GLASGOW  CORPORATION  TRAMWAYS.  1870—73. 

An  Act  of  Parliament  was  passed  in  1870  for  the  construction  of 
the  Glasgow  Street  Tramways  by  a  private  company.  The  powers 
conferred  by  the  Act  were,  in  the  same  year,  transferred  to  the 
Corporation  of  Glasgow,  by  whom,  accordingly,  the  tramways  of 
Glasgow  have  been  constructed. 

In  designing  the  first  tramway,  the  engineers,  Messrs.  John- 
stones  &  Rankin e,  developed  the  employment  of  the  transverse 
sleeper  for  giving  bearing  surface  and  for  strength.  They  adopted 
a  modified  form  of  the  old  flat-grooved  rail  in  combination  with 
longitudinal  and  transverse  sleepers  and  bituminous  concrete,  and 
produced  a  structure  which  surpassed  all  others  that  had  previously 
been  laid  for  tramways,  for  strength  and  solidity.  The  system  of 
construction  is  illustrated  by  Fig.  55.  It  was  adopted  for  the  first 
contract,  which  was  entered  into  in  1871.  The  first  portion  of  the 
line  under  the  contract  was  2  miles  300  yards,  and  was  opened  in 
August,  1872.  By  the  end  of  the  year  1872,  9  miles  of  tramway 
were  completed  and  opened,  and  the  whole  of  the  tramways 
executed  under  the  first  contract,  passing  over  9I  miles  of  streets, 
were  completed  in  June,  1873. 

In  designing  the  rail  a  single  broad  fillet,  on  the  lower  side, 
under  the  groove,  was  substituted  for  the  pair  of  lateral  fillets 
employed  in  other  rails  made  at  that  time.  The  fillet  was  let  into 
the  longitudinal  sleepers,  and,  besides  providing  the  needful 
lateral  resistance  at  either  side,  it  aided  in  strengthening  the  rail  at 
the  weakest  part  of  the  section — under  the  groove — whilst  it 
afforded  a  deeper  bearing  for  the  countersunk  heads  of  the  vertical 
bolts  employed  for  fixing  the  rail  to  the  sleeper.  The  longi- 


O'LASGOJr  CORPORATIOX  TRAMWAYS.  167 

tudinal  sleepers  rested  in  cast-iron  chairs,  formed  with  broad  soles, 
spiked  to  transverse  wood  sleepers  laid  in  concrete.  The  bolt, 
having  a  slotted  head,  was  screwed  into  a  nut  with  a  washer  at 
the  underside  of  the  longitudinal  sleeper,  and  a  hasp  was  applied 
to  prevent  the  nut  from  turning  when  the  bolt  was  required  to  be 
tightened  up.  But  the  hasp  was  abandoned  after  the  construction 
of  the  first  section. 

Tlie  works  under  this  contract  were  as  follows,  for  double 


way,  except  i,iio  yards,  or  about  two-thirds  of  a  mile,  which 
was  single  way  : — 

Miles.  Yards. 

No.  I  Tramway  : — Whiteinch,  via  Particle  and  Tron- 
gate,  to  Bridgetown  .  .  .  .  .  .  5  128 

No.  2  Tramway: — Great  Western  Road,  via  Sauchie- 
hall  Street,  Renfield  Street,  Jamaica  Street,  to  Port 
Eglinton  .........  3  967 

No.  3  Tramway: — Junction  of  the  ist  and  2nd  tram¬ 
ways,  via  Derby  Street  ......  i  78 


(9§  miles) . 9  Di73 


The  gauge  of  the  way,  according  to  the  Act  of  1870,  was 
require  to  be  equal  to  the  railway  gauge,  4  feet  inches.  But 


i68 


CONSTRUCTION  OF  TRAMWAYS. 


a  new  element  was  introduced  by  the  Act  passed  in  1871  for  the 
Vale  of  Clyde  Tramways,  according  to  which  their  lines  were  to 
be  constructed  for  the  transit  of  railway  rolling  stock  ;  and  it  was 
further  provided  that  the  Corporation  should,  if  they  thought  fit, 
construct  the  Glasgow  tramways  to  the  same  gauge  as  that  of  the 
Vale  of  Clyde  lines,  to  secure  a  uniformity  of  gauge  throughout 
the  Glasgow  district.  It  behoved  the  authorities,  therefore,  to 
look  in  advance,  and  while  the  contract  for  the  first  portion  of  the 
tramway  was  being  drawn  up,  in  1871,  it  occurred  to  the  engineers 
that,  in  order  to  give  passage  to  railway  waggons,  the  Vale  of  Clyde 
lines,  and,  therefore,  also  those  of  the  Corporation,  if  the  gauges 
were  to  be  uniform,  must  be  less  than  the  normal  standard  gauge ; 
for,  what  is  strange  at  first  sight,  the  gauge  of  4  feet  8^  inches  in 
the  grooved  rail  does  not  answer  for  railway  waggons.  The 
reason  becomes  apparent  when  it  is  considered  that  the  groove  is 
not  wide  enough  to  clear  the  backs  of  the  tyres.  These  are 
never  less  than  4  feet  5^  inches  apart,  a  width  which  is  3  inches 
less  than  the  normal  gauge,  equivalent  to  inches  at  each  rail. 
But,  as  the  width  of  the  groove  in  the  tramrail  is  commonly 
limited  to  inches,  or  at  the  most  to  ij  inches,  the  flanges  of 
waggons  obviously  could  not  enter  at  all. 

A  correspondence  was  therefore  instituted  by  Messrs.  John- 
stones  &  Rankine,  in  September,  1871,  with  a  view  to  the  estab¬ 
lishment  of  a  uniform  gauge  at  the  outset,  as  a  standard  for  all 
the  tramways  in  process  of  construction,  or  to  be  constructed,  in 
or  near  Glasgow  ;  such  that,  whilst  the  gauge  would  be  continuous 
throughout  the  whole  number  of  the  group,  it  would  be  adapted 
for  the  transit  of  railway  vehicles.  Messrs.  Johnstones  & 
Rankine  proposed  to  contract  the  gauge  from  the  ordinary  width 
by  I  of  an  inch  to  4  feet  7f  inches,  maintaining  the  minimum 
width  of  groove  already  adopted  by  them,  inches.  By  this 
compromise  they  would  shift  inwards  the  inner  sides  of  the  grooves 
of  the  two  rails  for  each  line  to  the  distance  apart  of  4  feet 
7f  inches,  minus  twice  inches,  or  to  4  feet  inches.  In  this 
way  the  line  would  be  adapted  to  receive  railway  waggons  with  a 
total  lateral  clearance  of  ^  inch  between  the  backs  of  the  tyres  and 


O'LASGOIP^  CORPORATION  TRAMWAYS. 


i6g 


the  inner  edges  of  the  grooves.  It  was  apparent,  nevertheless,  that 
the  i^-inch  groove  would  be  just  wide  enough  to  receive  the 
flanges  of  railway  waggons,  which  were  of  the  same  width,  or 
thickness — i:f  inches.  But  the  wedging  which  would  have,  in 
consequence,  to  take  place  if  the  wheels  were  to  run  on  their 
treads  or  rolling  surfaces,  was  obviated  by  the  shallowness  of  the 
groove  of  the  Glasgow  rail,  the  depth  being  only  f  inch ;  for  it 
followed  that  the  wheels  would  run  on  their  flanges,  which,  being 
more  than  f  inch  deep,  would  touch  the  bottom  of  the  groove,  and 
so  prevent  the  wheel  settling  down  and  wedging  itself  into  the  rail. 

Mr.  Hopkins,  as  engineer  for  the  Vale  of  Clyde  Tramway, 
assented  to  the  proposition  for  securing  uniformity  of  gauge,  and, 
in  the  first  instance,  recommended  a  gauge  of  4  feet  7^  inches. 
For  the  purpose  of  settling  the  choice  of  these  two  widths  Messrs. 
Johnstones  &  Rankine  made  arrangements  for,  and  conducted 
experimental  trials  with,  a  short  'line  of  tramway  laid  to  a  gauge 
of  4  feet  7|-  inches,  with  the  rails  of  the  Glasgow  tramways,  and 
at  the  charge  of  the  Corporation,  within  the  station  of  the 
Glasgow  and  South  Western  Railway.  Mr.  Hopkins  and  others 
assisted  at  the  trials,  which  took  place  on  October  24,  1871. 
Railway  waggons  were  run  over  the  piece  of  tramway  in  a  manner 
which  was  quite  satisfactory;  and  the  results  of  the  trials  led  to 
the  adoption,  by  general  consent,  of  the  gauge  of  4  feet  7f  inches 
for  all  the  tramways  of  the  Glasgow  district. 

The  total  width  of  the  tramway,  for  a  double  line,  amounted 
to  16  feet  10^  inches,  constituted  as  follows : — 


Ft.  Ins. 

9 

3  III 
o 

3  o 


Width  of  gauge,  4  feet  7f  inches,  x  2  . 

Width  of  interspace  between  lines  of  way 

Four  widths  of  rolling  surface  of  rails,  inches,  x  4 

Two  outer  margins  of  pavement,  18  inches,  x  2  . 


Total  width 


16  lO.V 


For  a  single  line  the  total  width  is  7  feet  ii^  inches. 

The  excavation  for  the  tramways  was  made  to  a  uniform  depth 
of  76^  inches  below  the  surface  of  the  street.  For  the  whole  width 


CONSTRUCTION  OF  TRAMWAYS, 


1  70 

a  bed  of  bituminous  concrete,  4  inches  thick,  was  laid  over  the 
whole  of  the  excavated  bottom.  The  concrete  consisted  of  slag 
fresh  from  the  furnaces,  thoroughly  dry,  broken  to  a  2 -inch  ring 
gauge,  and  British  bitumen  made  from  pure  coal-tar  pitch.  The 
bitumen  was  to  be  used  at  the  boiling  point  and  mixed  in  the 
proportion  of  31  lbs.  per  cubic  foot  of  slag.  The  transverse 
sleepers  were  laid  on  a  concrete  bed,  and  after  the  longitudinal 
sleepers  and  rails  had  been  correctly  laid  and  adjusted  the  spaces 
between  the  cross-sleepers  were  made  up  with  concrete  of  the 
same  composition,  flush  with  the  upper  surface  of  the  sleepers.  A 
half-inch  stratum  of  bitumen  was  floated  over  this  new  level. 
Concrete  was  also  packed  under  the  longitudinal  beams  in  the 
intervals  between  the  chairs. 

The  rails,  Fig.  55,  weighed  60  lbs.  per  yard;  they  were  4  inches 
wide,  and  i|  inches  thick,  at  the  tread.  The  rolling  surface  was 
14  inches  wide,  the  groove  was  ij  inches  wade  and  f  inch  deep, 
formed  semicircularly  at  the  bottom,  and  the  inner  flange  was 
\  inch  thick,  and  corrugated  at  the  upper  surface.  The  rolling 
surface  wns  slightly  rounded  transversely  ;  the  fillet  on  the  under¬ 
side  wns  I  inch  deep,  and  so  increased  the  total  depth  of  the 
rail  to  2  inches.  The  rails  were  rolled  to  24  feet  in  length,  except 
5  per  cent,  of  the  total  quantity,  which  wns  of  shorter  lengths,  not 
less  than  14  feet.  The  bolt-holes  in  the  grooves  were  |  inch  in 
diameter,  countersunk  to  a  diameter  of  i  inch.  The  rails  were 
to  be  made  from  piles  of  selected  puddle-bars  of  mine  iron,  to 
produce  a  hard  granular  rolling  surface,  and  w'ere  to  be  of  tough 
fibrous  iron  at  the  underside.  They  wxre  bolted  to  the  sleepers  with 
f-inch  bolts,  of  which  there  were  eight  to  each  rail  of  24  feet  long. 

A  portion  of  the  points  and  crossings  w^ere  to  be  of  cast  iron, 

2  inches  thick,  and  others  of  wrought  iron,  i^-  inches  thick,  cor¬ 
rugated  at  the  surface.  The  chairs  were  of  cast  iron. 

Three-eighths  inch  fish-plates,  12  inches  long,  w^ere  placed 
under  the  ends  of  the  rails. 

The  longitudinal  sleepers  were  of  American  wdiite  oak,  4  inches 
wade  and  6  inches  deep,  secured  to  the  chairs  by  |-inch  oak  pins. 
The  transverse  sleepers  w^ere  of  Baltic  timber,  4  inches  deep. 


GLASGOIV  CORPORATION  7R  AM  WAYS. 


171 

7  inches  wide  at  the  joints  of  the  longitudinal  sleepers,  and  6  inches 
wide  intermediately.  All  the  timber  was  creosoted  with  8  pounds 
of  creosote  per  cubic  foot  of  timber. 

The  interspaces,  together  with  a  breadth  of  18  inches  on  each 
side  of  the  way,  were  to  be  paved  with  granite  from  Furness 
quarry  or  Bonawe  quarry.  The  stones  were  to  range  from  4  inches 
to  7  inches  deep,  as  might  be  required,  and  to  be  laid  on  a  bed 
of  sand  of  from  i  inch  to  inches  deep,  laid  on  the  bituminous 
coating.  The  stones  were  to  be  jointed  for  q  inches  on  each  side 
of  each  rail  with  British  bitumen,  the  remainder  with  lime  grout. 
The  surface  of  the  pavement  was  formed  with  a  natural  slope  of 
i  inch  in  one  foot  from  the  centre  line. 

The  use  of  bitumen  for  the  joints  was  abandoned,  as  on  expe¬ 
riment  it  was  found  that  the  bitumen  ran  and  spread  beyond  the 
specified  width  and  under  some  of  the  stones,  and  the  design 
could  not  profitably  be  carried  out. 

The  contractor  was  to  maintain  the  whole  of  the  work  for  six 
months  after  completion,  and  to  replace  all  rails  failing  within 
12  months.  He  could  re-use,  after  re-dressing,  the  paving  stones 
interfered  with,  so  far  as  they  were  suitable  for  the  work. 

The  total  cost  of  construction  of  the  tramway  under  the  first 
contract  was  as  follows  : — 

I 

Glasgow  Corporation  Tramways. — Cost. 


1872—73- 

Length, 
single  line. 

Total  cost. 

Cost  per 
lineal  yard. 

Cost  per 
mile, 

single  line. 

1 

Charge  for 
mainten¬ 
ance  for  six 
months. 

Yards. 

7; 

No.  I.  1st  piece 

8,281 

27,850 

3*363 

5.919 

30  ! 

,,  2nd  „ 

6,286 

16,144 

2-568 

4,519 

100  1 

3i‘d  ,, 

2, 920 

6,258 

2-143 

3,772 

20  1 

! 

No.  I  . 

17,487 

50,252 

2-873 

5,058 

150  i 

1  ,,  2  . 

12,234 

30,835 

2-521 

4,437 

20 

3  • 

3,195 

7,442 

2-329 

4,100 

10  i 

1 

Totals  . 

32,916 

88,529 

2-689 

4,733 

180  j 

172 


CONSTRUCTION  OF  TRAMWAYS. 


The  variations  in  the  cost  per  yard  and  per  mile  for  the  different 
pieces  arise  chiefly  from  the  item  of  paving.  In  the  first  piece  of 
No.  I  Tramway,  the  roadway  was  of  macadam,  and  the  tramway 
was  laid  with  entirely  new  paving  ;  whilst  in  the  third  piece  the 
roadway  was  paved  throughout,  and  the  old  stones  were  re-dressed 
and  used  for  the  tramway.  In  the  other  pieces  the  roadway  was 
partly  of  macadam  and  partly  of  paving.  The  items  of  cost  for 
paving,  included  in  the  above  totals,  were  respectively  as  fol¬ 
lows  : — 


Glasgow  Corporation  Tramways. — Cost  of  Paving. 


0 

1 

00 

M 

Cost  of  paving. 

Cost  per  lineal 
yard,  single  line. 

Cost  per  mile, 
single  line. 

No.  I.  ist  piece  . 

£ 

A) 

1 

£ 

12,370 

1-494 

2,629 

,  M  2nd  ,,  . 

4  A  95 

0-667 

G175 

609 

3rd  ,,  . 

1,010 

0-346 

No.  I  .  . 

I7G75 

1-005 

1,769 

, ,  2  . 

8,476 

0-693 

1,220 

j  >  3  • 

1,697 

0*531 

935 

Totals  for  paving 

27,748 

0-843 

1,484 

Do.  for  tramways  proper 

60,781 

I  -846 

3.249 

Total  whole  cost  . 

88,529 

2-689 

4.733 

From  these  data  it  appears  that  the  average  cost  of  construction 
per  mile  of  double  way  was  : — 

For  the  tramway  proper  £6,4gS  per  mile,  or  69  per  cent. 

For  paving  .  .  .  2,968  ,,  31  ,, 


Total  . 


100 


GLASGOIV  CORPORATION  TRAMWAYS.  173 


Schedule  of  Prices  for  First  Contract,  1872—73. 

£  s.  d. 

Excavating  macadam  and  removing  the 

same  for  double  line  .  .  .  .070  per  lineal  yard. 

Ditto  for  single  line  .  .  .  .  .036  ,, 

Lifting  causeway,  and  excavating  stuff 

and  removing  the  same  for  double  line  .050  ,, 

Ditto  for  single  line  .  .  .  .  .026  ,, 

Furnishing,  laying  and  completing  bitu¬ 
minous  concrete  under  transverse 
sleepers  for  double  line  .  .  .  .  o  14  2  ,, 

Ditto  for  single  line  .  .  .  .  .068  ,, 

Furnishing,  laying  and  completing  bitu¬ 
minous  concrete  upon  the  preceding 
layer  to  inch  below  paving  stones,  6 
inches  deep,  or  to  from  i  to  inches 
below  paving  stones  7  inches  deep  for 


double  line  ...... 

0 

14 

2 

Ditto  for  single  line  ..... 

0 

6 

8 

Rails  laid  complete  ..... 

9 

9 

0  per  ton. 

Chairs  ,, 

4 

10 

0 

Bolts  and  nuts 

16 

10 

0 

Fish-plates  ,, 

10 

5 

0 

Washers  ...... 

12 

0 

0 

Spikes  „  ..... 

9 

12 

oi 

Cast-iron  points  and  crossings  laid  com¬ 

plete  . 

/ 

10 

0 

Wrought-iron  ditto  ..... 

18 

0 

0 

Transverse  sleepers,  creosoted  and  laid 

complete — 

Joint  ...... 

0 

3 

0  each. 

Intermediate  .... 

0 

2 

6  ,, 

Longitudinal  sleepers,  ditto 

0 

2 

4^  per  lineal  yard 

Ditto  laid,  not  creosoted  .... 

0 

2 

-4  J  > 

Allowance  for  extra  width  of  longitudinal 

beams  at  points  and  crossings  .  .300  per  set. 

Oak  pins,  5^  inches  long,  f  inch  diameter  i  o  0  per  1,000. 
Filling  all  bolt,  spike,  and  pin  holes  with 
Archangel  tar,  per  lineal  yard  of  single 
line  ........ 


o 


o 


o’343  per  lin.  yd. 


174 


CONSTRUCTION  OF  TRAMWAYS. 


Schedule  of  Prices  {continued). 


Furnishing  and  laying  sand  i  j  inches  deep 
under  stones  : — 

Double  line  .  .  .  .  . 

Single  line  ..... 
Furnishing  and  laying  paving  stones, 
jointing  and  grouting  the  same  : — 

4  inches  deep,  new  stones — 

Double  line  .  .  .  .  . 

Single  line  .  .  .  .  . 

6  inches  deep,  new  stones  — 

Double  line  .  .  .  .  . 

Single  line  .  .  .  . 


£  s.  cl. 

009  per  lineal  yd. 
004^ 

250 

126 

2  19  o 
196 


The  liberal  development  of  solidity  exemplified  in  the  con 
struction  of  the  first  contracts  for  the  Glasgow  Corporation  Tram¬ 
ways  were  extended  likewise  to  the  subsequent  contracts. 


CHAPTER  IX. 


GLASGOW  CORPORATION  TRAMWAYS,  1874—75.— 
SYSTEM  OF  Messrs.  JOHNSTONES  RANKINE. 

Following  up  the  line  of  construction  adopted  in  the  first 
contract  for  tramways,  in  1872,  the  engineers  of  the  Glas¬ 
gow  Corporation  Tramways,  Messrs.  Johnstones  &  Rankine, 
introduced  several  modifications  of  their  earlier  designs  in  the 
tramways  more  recently  constructed,  in  1874 — 75.  In  the  course 
of  the  construction  of  the  tramways,  the  work  was  gradually 
changed  from  that  described  for  the  first  contract,  to  that  which  is 
now  to  be  described,  illustrated  by  Figs.  57  and  58. 

The  changes  consisted  of,  first,  the  substitution  of  the  flanged 
rail,  or  box -rail,  for  the  flat  rail,  to  admit  of  side  fastenings. 

Second,  the  use  of  a  thinner  layer  of  sand  under  the  paving 
stones. 

Third,  the  abandonment  of  the  lower  stage  of  concrete  ;  that  is, 
the  concrete  under  the  sleepers. 

Fourth,  the  employment  of  lime  concrete,  instead  of  bituminous 
concrete. 

Fifth,  the  grouting  of  the  whole  of  the  paving  with  bitumen, 
instead  of  lime. 

The  ways  were  laid  to  a  gauge  of  4  feet  7 inches,  with  an  inter¬ 
space  of  3  feet  inches  between  the  two  lines,  whilst  the  paving 
was  extended  for  a  width  of  18  inches  at  each  outer  side.  The 
total  width  for  a  double  line  was  made  up  thus  : — 


CONSTRUCTION  OF  TR  A  MINA  VS. 


176 


Ft.  In. 

Two  widths  of  gauge  .... 

•  9  3h 

Interspace  ...... 

•  3  iG 

Two  strips  of  pavement 

•  3  0 

Four  half-widths  of  rail  (G  ^  4  =) 

.  0  /h 

16  loi 

For  a  single  line  the  total  width  is  7  feet  ii^  inches. 

The  steepest  gradients  of  the  tramways  in  Glasgow  lie  in 
Renlield  Street.  Going  northwards  from  St.  Vincent  Street  to 
Cowcaddens,  the  gradients  are  as  follows  : — 


Yards. 

I  in  27  for  96 

I  ,,  21  „  II3 

I  ,,  26  „  52 

I  M  43  22 


Yards. 

I  in  81  for  88 
I  ,,  20  „  215 


Total  I  ,,  21  ,,  586 


The  gradients  in  Great  Western  Road,  west  of  Kelvin  Bridge, 
Hillhead,  are  as  follows  : — 

Yards.  Yards. 

I  in  37  for  85  I  in  41  for  85 

I  ,,  27  „  no  ;  -  —  — 

I  M  30  „  37  Total  I  ,,  33  „  415 

I  33  98 


For  a  double  line,  the  roadway  was  '  excavated  to  a  width  of 
1 7  feet,  and,  for  a  single  line,  to  a  width  of  8  feet ;  to  a  uniform 
depth  of  12-1  inches  below  the  intended  level  of  the  rails.  The 
excavated  surface  was  cleared  of  all  refuse,  sludge,  loose  or  soft 
material,  before  the  concrete  and  the  sleepers  were  laid. 

The  rails  were  of  wrought  iron,  and  weighed  60  lbs.  per  yard  ; 
they  were  rolled  in  lengths  of  24  feet,  with  about  5  per  cent,  of 
the  total  quantity  in  shorter  lengths.  In  the  character  of  the 
section,  they  are  nearly  the  same  as  are  laid  in  the  Vale  of  Clyde 
Tramways.  They  are  inches  wide,  and  iiV  inches  thick;  the 
rolling  surface,  which  is  slightly  rounded,  is  inches  wide,  the 
groove  is  inches  wide,  and  the  flange  at  the  inside  is  f  inch 


GLASGOIV  CORPORAl'ION  TRAiMlVAVS. 


177 


wide.  The  groove  is  formed  with  a  flat  floor,  and  is  only  inch 
deep,  leaving  a  f-inch  thickness  of  metal  below  it.  The  lower 
side  flanges  are  fully  f  inch  thick  and  if  inches  deep,  thus  making 
a  total  depth  of  2ft  inches.  Comparing  this,  the  new  rail,  with 
the  old  rail.  Fig.  55,  page  167,’ whilst  the  weights  of  the  rails  are 
both  60  lbs.  per  yard,  there  is  a  better  distribution  of  metal  in  the 
new  rail ;  for  whilst  it  is  -A-  inch  thinner,  it  is,  with  the  flanges, 
Te"  inch  deeper  than  the  first  rail.  Again,  by  the  comparative 
flatness  and  shallowness  of  the  groove,  the  new  rail,  though 
thinner,  retains  a  sufficient  thickness  under  the  groove,  which  is 
the  weakest  part  in  grooved  rails. 


Fig.  56.  Glasgow  Corporation  Tramways ; — Section  of  Rail.  Scale 


The  longitudinal  sleepers,  or  beams,  are  of  Baltic  red  timber, 
4  inches  wide  and  6  inches  deep,  rebated  at  each  side  for  the 
lower  flanges  of  the  rail,  and  not  less  than  24  feet  in  length.  The 
joints  of  the  beams  are  cut  square.  At  curves  the  beams  are 
sawn  to  the  radius,  and  where  the  radius  is  less  than  80  feet  the 
beams  might  be  reduced  to  14  feet.  The  rails  were  drawn  close 
to  the  longitudinal  beams  by  means  of  a  powerful  cramp,  and  each 
rail  of  24  feet  in  length  was  secured  to  the  beam  with  side- 
fastenings,  or  staples,  at  each  side  alternately,  and  at  a  pitch  of 
about  13I-  inches  on  each  side.  Each  joint  of  the  rails  is  fished 
with  an  iron  plate  8  inches  long,  3  inches  wide,  and  f  inch  thick. 


N 


178 


CONSTRUCTION  OF  TRAMWAYS. 


let  flush  into  the  upper  surface  of  the  beam,  and  the  end  of  each 
rail  is  fixed  to  the  beam  by  two  pairs  of  staples.  Each  24  feet 
rail  is  fastened  to  the  beams  by  a  total  of  twenty  staples.  The 
staples  are  of  Lowmoor  iron  and  are  in  section  f  inch  by  |  inch ; 
they  have  a  total  length  of  8  inches,  and  are  forged  with  two 
bends,  of  which  the  upper  bend  is  chisel  pointed,  and  passes 
through  holes  punched  in  the  flange  of  the  rails.  The  lower  end 
is  jagged. 

The  transverse  sleepers  are  of  Baltic  red  timber,  8  feet  long 


Fig.  57.  Glasgow  Corporation  Tramways  : — Section  of  Rail  and  Sleepers, 

with  fastenings.  Scale 


and  4  inches  deep.  The  sleepers  at  the  joints  are  7  inches  wide 
and  the  intermediate  sleepers  are  6  inches  wide.  A  joint  sleeper 
is  laid  under  each  joint  of  the  longitudinal  beams;  and  at  each 
joint  of  the  rails,  two  intermediate  sleepers  are  placed,  at  a  distance 
apart,  between  centres,  of  not  more  than  2  feet.  At  other  places 
the  distance  apart  of  intermediate  sleepers  is  not  more  than  3  feet 
8  inches  between  centres.  Spike  holes  are  bored  through  the 
sleepers. 


G  LAS  GO  IV  CORPORATJOy  TRAMIVAYS. 


179 


All  the  timber  was  creosoted  to  the  extent  of  10  lbs.  of  creosote 
per  cubic  foot. 

The  longitudinal  beams  rest  in  solid  cast-iron  chairs,  4  inches 
wide  between  the  flanges,  6  inches  wide  for  the  joints  of  the 
beams,  and  4  inches  wide  intermediately.  The  sole  of  each  chair 
is  9|-  inches  long,  and  rests  on  the  transverse  sleeper,  which  is 
dressed  to  receive  it.  The  sole  is  if  inches  thick,  and  the  flanges 
taper  from  i  inch  thick  at  the  base  to  ^  inch  at  the  upper  edge. 
The  joint  chairs  weigh  21  lbs.  each,  and  the  intermediate  chairs 


Fig.  58.  Glasgow  Corporation  Tramways  : — Plan  of  Sleepers. 

Scale  2^-. 


14  lbs.  each.  The  chairs  are  fastened  to  the  sleepers  by  f-inch 
wrought-iron  spikes,  4  inches  long,  with  cup  heads,  and  tapered 
for  h  inch  of  length  to  f  at  the  ends.  The  longitudinal  beams 
are  fixed  in  the  chairs  by  t-ii^ch  compressed  oak  pins,  driven 
through  the  flanges  of  the  chairs,  and  through  holes  bored  in  the 
beams  ;  the  ends  of  the  pins  are  sawn  off  flush  with  the  flanges. 

After  the  sleepers,  beams,  and  rails  were  accurately  laid  and 
adjusted  on  the  bottom  of  the  excavation,  the  sleepers  were  packed 
underneath  with  fine  concrete,  composed  as  follows  : — 


N  2 


i8o 


CONSTRUCTION  OF  TRAMWAYS. 


Measures 

Whinstone  shivers,  broken  to  a  |-inch  gauge  •  •  •  3 

Sand . .  .3 

Orchard  Roman  cement . .  .  i 

Arden  lime . .  .  i 

8 


The  spaces  between  the  sleepers  were  filled  to  the  level  of  the 
upper  surface  of  the  sleepers  by  a  concrete  as  follows  : — 

Measures 

Whinstone  metal,  to  a  2-inch  gauge,  perfectly  free  from 


mud,  clay,  and  dirt  .......  6 

Sand  ...........  I 

Orchard  Roman  cement  .......  i 

Arden  lime . .  .  .  i 


9 

Upon  this  bed  of  concrete,  and  over  the  sleepers,  a  stratum  of 
fine  concrete  was  laid  to  such  a  thickness  as  to  bring  up  the  level 
to  \  inch  below  the  paving  sets.  When  the  sets  were  6^  inches 
deep,  the  thickness  of  the  stratum  was  about  inches.  Upon  a 
^-inch  layer  of  clean  sharp  sand,  the  paving  was  bedded.  The 
new  paving  was  to  be  of  granite  from  the  Furness  or  Bonawe 
quarries,  or,  in  the  option  of  the  Corporation,  of  Aberdeen  granite. 
It  was  actually  selected  and  wholly  obtained  from  the  Furness 
and  Bonawe  quarries.  The  stones  were  to  be  3  to  4  inches  wide, 
6  to  7  inches  deep,  and  6  to  12  inches  in  length.  They  were  set 
in  straight  and  parallel  courses  across  the  lines  of  tramways, 
abutting  closely  on  the  rails,  and  the  sets  overlying  the  chairs 
were  cut  to  suit  them.  The  surface  of  the  pavement  was  laid  to  a 
slope  of  \  inch  per  foot  transversely,  from  the  centre  line  of  the 
way.  It  was  grouted  with  a  mixture  of  British  bitumen,  manu¬ 
factured  from  pure  coal-tar  pitch,  and  pitch  oil  having  a  specific 
gravity  of  ’95.  Oil  was  to  be  used  in  sufficient  proportions  to 
produce  a  plastic  grout.  The  grout  was  run  in  hot,  and  the  joints 
were  completely  filled  with  it. 

The  points  and  crossings  are  of  cast  iron,  chilled  at  the  upper 
side  to  a  depth  of  at  least  f  inch. 


GLASGOW  CORPORATION  TRAMWAYS. 


l8l 


The  improvements  in  economy  and  in  efficiency,  realised  in  the 
second  system  of  way,  compared  to  the  first  system,  are  very 
clearly  brought  out  by  a  comparison  of  the  illustrations.  The 
4-inch  substratum  of  concrete  was  dispensed  with,  for  it  was  found 
that  the  bottoms,  as  excavated,  were  sufficiently  firm  and  solid  to 
support  the  cross  sleepers.  In  this  way,  economy  in  excavation 
also  was  effected,  for  the  depth  of  material  excavated  was  reduced 
by  4  inches,  from  i6b  inches  to  12^  inches. 

In  both  the  earlier  and  the  later  designs,  provision  was  made 
for  rendering  the  work  watertight,  but  differently.  For,  in  the 
first  construction,  the  water-proofing,  consisting  of  the  bituminous 
concrete,  was  laid  at  the  foundation,  and,  in  the  second,  it  was 
laid  at  the  surface  of  the  road,  consisting  of  the  bituminous  grout 
paving. 

The  adoption,  in  the  later  construction,  of  a  thinner  layer  of 
sand  for  paving — ^  inch  instead  of  inches — was  clearly  bene¬ 
ficial  ;  it  made  a  steadier  pavement,  which  could  be  kept  better 
up  to  the  rails,  and  which  demonstrated  the  advantages  of  the 
good  foundation. 

Finally,  the  most  important  improvement  consisted  in  the  sub¬ 
stitution  of  the  flange  rail  or  box-rail,  with  side  fastenings,  for  the 
flat  grooved  rail  with  a  vertical  bolt  fastening. 


Glasgow  Corporation  Tramways. — Schedule  of  Prices. 


£  s.  d. 


Lifting  causeway,  excavating  and  removing 


stuff  from  paved  road — 
Double  line  . 
Single  ,,  . 


040  per  lineal  yard. 
020  ,, 


9  9 


Ditto,  from  macadamised  roads — 


Double  line  . 
Single  ,,  . 


040 

020 


Furnishing  and  laying  coarse  and  also  fine 


concrete — 

Double  line  . 
Single  ,,  . 


on  6 

059 


CONSTRUCTION  OF  TRAMWAYS. 


182 


Glasgow  Corporation  Tramways  {continued). 


Carting,  bending,  and  laying  rails 

com- 

s. 

d. 

plete — 

Double  line  . 

•  • 

0 

I 

9 

per  lineal  yard. 

Single  ,,  . 

•  • 

0 

0 

1 1 

j  y 

Chairs,  laid  complete 

•  • 

7 

17 

0 

per  ton. 

Joint  plates,  ditto 

• 

13 

10 

0 

y  y 

Spikes,  ditto  .... 

• 

16 

0 

0 

y  y 

Rail  fastenings,  ditto 

44 

0 

0 

y  y 

Chilled  cast-iron  switches,  ditto 

• 

6 

0 

0 

each. 

Ditto  crossings,  ditto 

Transverse  sleepers,  creosoted  and 

laid— 

5 

5 

0 

y  y 

Intermediate 

•  • 

0 

3 

2 

y  y 

Joint  .... 

•  • 

0 

3 

6 

y  y 

Longitudinal  beams,  creosoted  and  laid  . 

0 

I 

1 1 

per  lineal  yard. 

Oak  pins  .  .  .  . 

•  • 

0 

0 

oi 

each. 

Furnishing  and  laying  sand — 

Double  line  . 

• 

0 

0 

9 

per  lineal  yard. 

Single  ,,  . 

Redressing  and  relaying  paving  stones — 

0 

0 

4i 

L 

1  y  y 

Double  line  . 

• 

0 

8 

0 

y  y 

Single  . 

•  • 

0 

4 

0 

y  y 

New  paving  laid  complete — 

Double  line  . 

•  • 

2 

17 

0 

y  y 

Single  ,,  . 

I 

8 

6 

y  y 

Pitch-grouting  the  pavement — 

Double  line  . 

•  • 

0 

12 

0 

y  y 

Single  ,,  . 

•  • 

0 

6 

0 

y  y 

Extra  excavation 

•  • 

0 

2 

0 

per  cubic  yard. 

Ditto  concrete  .... 

•  • 

0 

1 1 

6 

yy 

Aberdeen  granite  for  pavement — ■ 

Double  line  . 

•  • 

2 

16 

0 

per  lineal  yard. 

Single  „  .  . 

•  • 

I 

8 

0 

y  y 

GLASGOW  CORPORATION  TRAMWAYS. 


183 


Quantities  and  Cost  per  Mile,  Single  Line,  of  the 
Glasgow  Corporation  Tramways  (Second 
System  of  Way),  1874 — 75. 


Work  and  materials. 

Per  mile. 

Per  lineal  yard. 

Quantity. 

Cost. 

Quantit)'. 

Cost 

Way. 

£ 

S. 

d. 

£ 

S. 

d. 

Excavation  . 

1,694 

176 

0 

0 

•96  cub.  yds. 

0 

2 

0 

Concrete 

63  0  5  >  )  > 

506 

0 

0 

'36  ,,  ,, 

0 

5 

9 

Sleepers 

3,862  ,,  ft. 

247 

TO 

0 

2'20  ,,  ft. 

0 

3 

of 

Chairs  . 

20’62  tons 

161 

17 

2 

26J  lbs. 

0 

I 

10 

Spikes  . 

2,356  lbs. 

16 

16 

7 

1*34  „ 

0 

0 

*^4 

Trenails — oak 

3^28  ,, 

7 

7 

0 

2 

0 

0 

I 

Rails  . 

94*3  tons 

990 

3 

0 

120  lbs. 

0 

1 1 

2 

Joint  plates  . 

1,099  lbs. 

6 

12 

6 

'6^ 

0 

0 

of 

Staples 

11,440  ,, 

224 

14 

0 

6-5  ,, 

0 

2 

6i 

Totals  . 

2,337 

0 

3 

I 

6 

7 

Pavement. 

£ 

s. 

d. 

s. 

d. 

Sand  . 

1,760  lin.  yds. 

33 

0 

0 

I  lin.  yd. 

0 

0 

4i 

New  paving'  stones 

4j594  ^4*  ’> 

2,508 

0 

0 

2 '6 1  sq.  yds. 

I 

8 

6 

Pitch  grouting 

1,760  lin.  ,, 

528 

0 

0 

I  lin.  yd. 

0 

6 

0 

Total 

3,069 

0 

0 

•  • 

I 

14 

1 1 

Summary. 

£ 

s. 

d. 

s. 

d. 

Way  . 

•  • 

2,337 

0 

0 

•  • 

I 

6 

7 

Pavement 

•  • 

3,069 

0 

0 

•  • 

I 

14 

1 1 

Total  cost 

5,406 

0 

3 

3 

I 

6 

CHAPTER  X. 

GLASGOW  CORPORATION  TRAMWAYS,  —  MESSRS. 
JOHNSTONES  Sf  RANKINE' S  MORE  RECENT 
SYSTEM  OF  WAY,  1879  —WEAR  OF  RAILS. 

It  was  apparent,  nevertheless,  with  the  prospect  of  the  future 
employment  of  steam  power  for  traction,  and  the  attendant  heavy 
rolling  loads,  that  something  better  could  be  devised  than  the 
longitudinal  timber  beam  and  the  box  rail,  a  subject  which  had 
for  a  long  period  engaged  the  attention  of  the  engineers.  The 
Vale  of  Clyde  Tramways,  the  construction  of  which  is  described 
in  the  next  chapter,  having  longitudinal  and  side  fastenings,  have 
not  withstood  the  steam  haulage  by  engines.  The  ends  of  the 
rails  were  driven  down  into  the  timber,  and  the  side  fastenings 
worked  loose. 

Preparatory  to  deciding  on  the  material — iron  or  steel — for  the 


Fig.  59.  Original  Section  of  Rails,  Glasgow. 

rails  of  the  new  system  of  way  designed  for  haulage  by  mechanical 
power,  the  results  of  the  comparative  wear  and  tear  of  iron  rails 
and  steel  rails  under  like  circumstances,  were  investigated  by  the 


GLASGOJV  CORPORATION  TRAMIVAYS,  185 

engineers,  Messrs.  Jolmstones  &  Rankine.  Two  rails,  of  the 
earliest  section,  one  of  iron  and  one  of  steel,  laid  in  Paisley  Road, 
within  a  few  yards  of  each  other ;  and  two  rails,  one  of  iron  and 


Fjg.  60.  Iron  Rail,  laid  December,  1872.  Worn  Section. 


Fig.  61.  Steel  Rail,  laid  December,  1872.  Worn  Section, 


Fig.  62.  Iron  Rail,  laid  May,  1873.  Worn  Section. 


Fig.  63.  Steel  Rail,  laid  May,  1873.  Worn  Section, 

Figs.  59 — 63.  Original  and  Worn  Sections  of  Rails,  Glasgow 
Corporation  Tramways.  Scale 


one  of  steel,  laid  in  Argyll  Street,  were  weighed  when  they  were 
laid  and  when  they  were  taken  up.  The  original  and  the  worn 
sections  are  illustrated  by  Figs.  59  and  63. 


CONSTRUCTION  OF  TRAMWAYS. 


1 86 


Paisley  Road : — 


Iron  rail,  laid  Dec.,  1872. 

lifted  May,  1879. 

Weight  480  lbs. 
Do.  436  lbs. 

Loss  44  lbs. 

Steel  rail,  laid  Dec.,  1872. 

lifted  May,  1879. 

Weight  480  lbs. 
Do.  436^  lbs. 

Loss  43^^  lbs. 

Argyll  Street : — 

Iron  rail,  laid  May,  1873. 

lifted  May,  1879. 

Weight  480  lbs. 

Do.  441  lbs. 

Loss  39  lbs. 

Steel  rail,  laid  May,  1873. 

lifted  May,  1879. 

Weight  480  lbs. 
Do.  447  lbs. 

Loss  33  lbs. 

The  loss  of  weight  in  the  iron 

rails  averages  41^ 

lbs.  ;  and  in 

Pig.  64.  Johnstones  &  Rankine’s  Way,  Glasgow. 
— Rail  and  Sleeper.  Scale  j. 


the  steel  rails  38^  lbs.  But  in  the  individual  case  of  Paisley  Road 
the  wears  were  equal. 

These  results  are  remarkable,  and  in  a  sense  disappointing, 
showing  an  unexpected  degree  of  mediocrity  in  the  steel  rails  ; 
though  the  wear  of  the  rails  was  more  nearly  uniform  than  that  of 
the  iron  rails. 


GLASGOW  CORPORATION  7R  AM  WAYS. 


187 


Steel  was  adopted  for  the  material  of  the  rails  of  the  new  lines ; 
and  the  girder  form  for  the  section  of  the  rails,  as  shown  in 
Fig.  64.  They  were  rolled  by  the  Steel  Company  of  Scotland, 
in  lengths  of  24  feet.  The  lip,  or  guard  flange,  is  rolled  out  nearly 
square  with  the  web,  and  is  then  turned  upwards  to  form  the  groove. 
There  was  some  difficulty  and  cause  of  trouble  in  perfecting  the 
rolls.  The  greatest  difficulty  lay  in  maintaining  the  bottom  flanges 
of  the  rails  in  their  entirety  for  the  whole  width.  The  more  nearly 
the  mass  of  metal  in  the  upper  part  of  the  rail  balances  that  in 
the  lower  part  the  better  for  the  work  of  rolling  and  the  distribu¬ 
tion  of  the  metal.  The  friction  in  rolling  tends  to  withdraw  the 
thin  sole  plate  from  the  extremities  of  the  grooves  in  the  rolls, 
and  so  to  produce  a  sole  of  uneven  width.  That  tendency  is  more 


Figs.  65,  66.  Jolinstones  &  Ranldne’s  Way,  Glasgow. 


powerful  at  and  near  the  ends  of  the  rails  than  in  intermediate 
positions.  In  consequence,  the  rails  require  a  good  deal  of 
trimming,  and  considerable  allowance  is  made  in  the  blooms  for 
waste  ends.  Nevertheless,  the  rails  can  be  rolled,  if  necessary,  in 
clear  lengths  of  30  feet. 

The  construction  of  the  new  way  is  shown  in  Figs.  65  and  66. 
The  rails  are  laid  on  and  spiked  to  transverse  timber  sleepers, 
without  the  intervention  of  longitudinal  timber  sleepers.  The 
ground  is  excavated  for  a  depth  of  only  lob  inches  below  the 
surface  of  the  road,  for  a  minimum  width  of  formation  of  17  feet  for 
a  double  line,  and  8  feet  for  a  single  line.  The  transverse  sleepers 
are  of  Baltic  timber,  6  inches  wide  by  4  inches  deep  and  8  feet  in 
length,  creosoted  to  the  extent  of  10  lbs.  of  creosote  per  cubic  foot 


i88 


CONSTRUCTION  OF  TRAMWAYS. 


of  timber.  They  are  laid  on  the  floor  of  the  excavation,  on  the 
system  already  shown  in  Fig.  58,  page  179,  one  at  each  side  of  the 
joint  of  the  rails,  at  15  inches  from  the  joint  to  the  centre  of  the 
sleeper.  The  intermediate  sleepers  are  laid  at  a  pitch  of  3  feet 

1  of  inches  between  centres ;  making  seven  sleepers  to  each  24  feet 
length  of  single  line.  They  are  bedded  on  and  packed  with  fine 
concrete. 

The  rails  are  of  Bessemer  steel,  of  which  the  ultimate  tensile 
resistance  is  30  tons  per  square  inch.  The  tread  of  the  rail  is 
if  inches  wide,  the  groove  is  if  inches  wide  at  the  surface,  and  the 
guard  flange  is  f  inch  thick,  making  altogether  3f  inches  of  width. 
The  rail  is  6d  inches  high,  and  the  base  is  5^^  inches  wide.  The 
base  is  f  inch  thick  at  the  edge,  and  expands  to  iV  inch  thick 
near  the  middle.  The  vertical  web  is  ^  inch  thick  and  tapers  to 
f  inch  thick  to  the  head.  With  these  dimensions  the  rails  weigh 
79  lbs.  per  yard.  They  are  rolled  in  lengths  of  24  feet,  with  a 
proportion  of  about  5  per  cent,  in  lengths  of  20  feet.  The  rails 
are  fish-jointed.  In  the  web  of  each  rail,  at  each  end,  2  oval 
fish-bolt  holes  are  punched,  If  inch  deep  and  i  inch  long,  respec¬ 
tively  3  inches  and  9  inches  from  the  end.  The  fishplates  are 

2  feet  long,  3  inches  wide,  and  f  inch  thick  :  they  weigh  7  lbs.  each. 
The  bolts  and  nuts  are  of  B.  B.  iron,  f  inch  diameter,  with  semi- 
spherical  heads  and  square  nuts.  The  design  of  the  fishplates  is 
opposed  to  that  of  current  practice.  The  plates  lie  flat  against 
the  web  of  the  rail,  but  do  not  take  a  bearing  either  above  or 
below  on  the  head  or  the  base.  The  rails,  it  is  contended,  bedded 
direct  on  the  concrete,  are  immovably  held  by  the  bituminous 
grouting ;  and  the  fishplates  were  applied  rather  with  a  view  to 
keeping  the  ends  of  contiguous  rails  true  to  each  other,  until  the 
work  was  completed. 

The  rails  were  laid  to  a  gauge  of  4  feet  7f  inches  :  a  gauge  the 
origin  of  which  has  already  been  explained,  page  168.  The  sole 
of  each  rail  is  brought  close  to  the  sleepers,  to  which  each  24  feet 
rail  is  secured  by  14  dogheaded  spikes.  Half-inch  holes  are 
bored  entirely  through  the  sleepers  for  the  reception  of  the  spikes. 
The  spikes  are  of  B.  B.  iron  and  are  inch  square ;  they  are 


GLASGOW  CORPORATION  TRAM  WAVS.  189 

4  inches  long  under  the  head,  and  taper  to  d  inch  thick  at  the  point 
for  a  length  of  f  inch.  The  projection  of  the  head  is  i  inch  from 
the  stem  of  the  spike. 

After  the  sleepers  have  been  packed,  and  the  rails  laid  to  proper 
line  and  level,  the  space  excavated  is  filled  between  the  sleepers, 
flush  with  them.  The  road  metal  from  the  material  excavated, 
when  used  for  making  concrete,  is  carefully  screened  and  cleaned. 
This,  as  well  as  new  metal  used,  is  broken  to  a  2 -inch  gauge. 
The  concrete  is  composed  of  5  measures  of  metal,  2  of  sharp 
sand,  and  i  of  Portland  cement,  weighing  not  less  than  1 1 5  lbs. 
per  straked  imperial  bushel.  The  cement  is  required  to  be  so 
finely  ground  that  at  least  four-fifths  of  it  can  pass  through  a  sieve 
of  2,500  meshes  per  square  inch,  or  50  meshes  per  lineal  inch, 
and  to  be  such  that  after  being  mixed  neat  in  a  mould  and 
immersed  in  water  for  seven  days,  it  resists,  without  breaking,  a 
tensile  force  ol  300  lbs.  per  square  inch.  The  surface  of  the  con¬ 
crete  filling  is  smoothed  off  with  a  layer  of  fine  concrete  composed 
of  4  parts  of  fine  clean  whinstone  shivers,  i  part  of  sand,  and 
I  part  of  Portland  cement.  This  fine  concrete  is  laid  upon  the 
sleepers  where  the  paving  stones  are  of  such  depth  that  room  for 
it  is  left  under  them.  The  finished  surface  is  to  be  not  more  than 
^  inch  below  the  lower  surface  of  the  paving  stones.  The  rails 
are  thoroughly  underpacked  with  concrete,  so  that  they  rest 
throughout  on  the  concrete,  not  having  any  hollow  or  vacant 
spaces.  All  concrete  is  carefully  mixed  when  dry,  and  afterwards 
watered  and  turned  over  at  least  twice  on  hard  clean  boards. 

A  layer  of  clean  sharp  sand,  not  less  than  ^  inch  thick,  is  spread 
over  the  concrete,  on  which  the  paving  is  set.  The  joints  of  the 
paving  are  kept  free  of  sand,  and  no  more  sand  is  used  than  is 
requisite  for  bedding  the  stones. 

The  paving  extends  for  a  width  of  18  inches  outside  the  outer 
rails,  and  is  laid  also  between  the  rails.  The  paving  for  the  double 
line  of  tramway,  excluding  the  breadth  occupied  by  the  rails,  is 
1 5  feet  9  inches  in  width ;  and  for  a  single  line  it  is  7  feet  4^  inches 
in  width.  The  new  paving  is  of  the  granite  of  the  Furness  or 
Bonawe  quarries,  or  of  first-class  close-grained  Aberdeen  granite. 


CONSTRUCTION  OF  TRAMWAYS. 


190 

When  old  paving  is  restored  new  stcnes  are  laid  next  the  rails. 
The  paving  sets  are  all  6  inches  in  depth,  from  6  inches  to  12  inches 
long,  and  from  3  inches  to  4  inches  in  breadth.  The  paving 
is  laid  in  straight  and  parallel  courses,  to  a  uniform  lateral  slope 
of  d  inch  vertical  to  each  foot  horizontal,  or  at  the  rate  of  i  in  48, 
flush  with  the  rails.  The  stones  are  set  close  to  each  other,  break 
bond  for  at  least  one-third  of  their  length,  butt  truly  and  hard 
against  the  rail,  and  laid  as  much  as  is  practicable  so  that  the  dog- 
spikes  come  between  courses.  But,  when  necessary,  the  stones 
are  properly  cut,  so  that  they  shall  not  rock  on  the  spikes  or  other 
material. 

After  the  paving  is  laid  and  thoroughly  beaten,  all  the  joints  — 
next  the  rails  as  well  as  between  the  sets — are  completely  grouted 
with  a  mixture  of  best  British  bitumen,  and  pitch  oil.  The  bitu¬ 
men  is  manufactured  from  pure  coal-tar  pitch ;  the  oil  has  a  specific 
gravity  of  ’950.  Each  boilerful  of  grout  is  tested  by  suddenly 
cooling  a  portion  of  the  grout  in  water ;  after  being  so  cooled  the 
grout  should  be  plastic,  and  should  not  break  by  bending.  The 
grout  is  boiling  hot  when  used. 

In  constructing  the  tramway  over  Albert  Bridge  the  sleepers 
were  only  2  inches  deep,  when  the  full  depth  of  excavation  could 
not  be  allowed.  The  rails  were  bedded  in  fine  concrete. 

The  contractor  maintained  the  whole  of  the  works,  materials, 
and  lines  of  tramways,  for  twelve  months  after  the  several  dates  of 
opening  for  traffic. 


Schedule  of  Prices  for  Contract  No.  7,  September,  1879. 


Excavating  and  removing  stuff  from  macadamised 

Double 

line. 

s.  d. 

Single 

line. 

s.  d. 

roads,  per  lineal  yard  ...... 

2 

4 

I 

2 

Concrete  complete,  per  lineal  yard 

Carting,  bending,  and  laying  rails  and  fishplates 

6 

8 

0 

4 

complete,  per  lineal  yard  .  ... 

I 

8 

0 

10 

Bolts  and  nuts  for  fishplates,  per  cwt.  . 

10 

6 

10 

6 

Spikes  per  cwt . 

10 

0 

10 

0 

Switches,  laid  complete,  per  pair  .... 

90 

0 

90 

0 

GLASGOW  CORPORATION  2R  AM  WAVS. 


igi 


Schedule  of  Prices  icoiiimued). 


Complete  rail  crossings  of  cut  rails,  each 

Creosoting  and  laying  sleepers,  each 

Sand,  per  lineal  yard  ...... 

New  6-inch  stone  paving,  per  lineal  yard 
Lifting,  redressing,  and  relaying  old  paving  sets, 
per  lineal  yard  ....... 

Pitch  grouting,  per  lineal  yard  .  .  .  . 


Double 

line. 

s.  d. 

20  O 

O  10 
O  6 

44  o 

8  o 
8  6 


Additional  prices  for  extra  work. 


Extra  excavation,  per  cubic  yard  ...... 

Do.  concrete,  „  „ . 

New  4-inch  cubes  of  Furness  granite  for  double  line,  per 

lineal  yard . 

New  4-inch  cubes  of  Aberdeen  granite  for  double  line,  per 

lineal  yard . 

New  6-inch  cubes  of  Aberdeen  granite  for  double  line,  per 
lineal  yard  .......... 

Pitch  grouting  4-inch  cubes  for  double  line,  per  lineal  yard 


Single 

line. 

s.  d. 

20  O 

O  10 

O  3 

22  O 

4  o 
4  3 

s.  d. 

2  6 

10  3 

35  6 

37  8 

48  o 
8  o 


On  the  rates  contained  in  the  foregoing  schedule  the  extensions 
have  been  constructed.  The  quantities  and  costs  per  lineal  yard 
and  per  mile  of  double  line  are  given  as  follows.  For  the  sake  of 
comparison  the  corresponding  details  are  here  given  for  Contract 
No.  I,  made  in  September,  1871. 


Per  mile. 


Quantities  and  Costs  of  the  Glasgow  Corporation 

Tramways. 

Contract  No.  i,  Se-pternher,  1871.  lit  macadamised  roads,  with 

new  paving. 

Double  Line. 

Excavation  ...... 

Concrete  ....... 

Iron  rails,  60  lbs.  per  yard,  laid  complete, 

£g  gs.  per  ton . 

Chairs,  laid  complete,  ^4  los.  per  ton 
Bolts  and  nuts,  fixed  complete,  330s.  per  ton 
Fish-plates,  fixed  complete,  205s.  ,,  . 

Washers,  fixed  complete,  240s.  ,,  , 


s. 

d. 

£ 

s. 

d. 

7 

0 

616 

0 

0 

29 

6 

2,596 

0 

0 

20 

L-77I 

0 

0 

2 

187 

0 

0 

0 

8 

58 

13 

4 

0 

4i 

33 

0 

0 

0 

4 

29 

6 

8 

192 


CONSTRUCTION  OF  TRAMWAYS, 


Quantities  and  Costs  (continued). 


Double  Line. 

Per  lin 

s. 

eal  yard.  Per  mile, 

d.  £  s.  d. 

Spikes,  fixed  complete',  192s.  6d.  per  ton  . 
Sleepers,  creosoted  and  laid,  2s.  6d.  to 

0 

3 

22 

0 

0 

03,cll  ••••••• 

4 

6 

396 

0 

0 

Longitudinal  beams  ..... 

9 

6 

836 

0 

0 

Oak  pins,  20s.  per  1,000  .... 

0 

I 

7 

6 

8 

Tarring  bolt  holes,  &c.  .... 

0 

I 

7 

6 

8 

Total  for  way 

74 

6,559 

13 

4 

Ss-iid  #••••••• 

New  6-inch  paving  stones,  including 

0 

9 

66 

0 

0 

grouting  ...... 

59 

0 

5,192 

0 

0 

Total  for  pavement  . 

59 

9 

5,258 

0 

0 

Total  for  way  and  pavement  complete 

134 

3i 

;^“,8i7 

13 

4 

Co7itract  No.  7,  Se^ptember,  1879.  In  macadantised  roads  with 

Item  Paving. 

Double  Line.  lineal  yard.  Per  mile 

s.  a.  £  3. 

• 

d„ 

Excavation  ...... 

2 

4 

205 

6 

8: 

Concrete  ....... 

Carting,  bending,  and  laying  rails  and 

6 

8 

0 

00 

13 

4 

fish-plates  ...... 

I 

8 

146  13 

4 

Steel  rails,  79  lbs.  per  yard,  ;^8  los.  perton  ) 

26 

J 

2,295 

6 

8 

Fish-plates,  14  lbs.  per  pair,  los.  ,,  f 

Bolts  and  nuts,  ^10  los.  per  ton 

0 

3 

22 

0 

0 

Spikes,  ;^io  per  ton . 

Sleepers,  is.  ii^d.  each  .  .  .  .  } 

0 

4 

3 

1 1 

22 

432 

0 

13 

0 

Creosoting  and  laying  sleepers,  lod.  each.  ^ 

4 

Total  for  way 

42 

2 

13 

4 

4  *  - 

33.nd 

0 

6 

44 

0 

0 

New  6-inch  paving  sets  .... 

44 

0 

3,872 

0 

0 

Pitch  grouting  for  do.  .... 

8 

6 

00 

0 

0 

Total  for  pavement  .... 

53 

0 

;^4,664 

0 

0. 

Total  for  way  and  pavement,  complete 

95 

2 

i^8,374 

13 

4 

GLASGOW  CORPORATION  TRAMWAYS. 


193 


The  price  of  the  sleepers,  is.  iiM.  each,  delivered  at  the  creo- 
soting  works,  was,  it  may  be  noted,  above  their  market  value.  It  is 
an  adjusted  price,  covering  undelivered  timber  contracted  for  in 
1873 — 74>  when  the  market  value  of  timber  was  high. 

Irrespective  of  difference  of  rates,  due  to  the  state  of  the  markets, 
it  appears  generally,  in  comparing  the  costs  for  the  earliest  and 
latest  ways,  that  the  comparative  saving  by  the  adoption  of  the 
new  system  is  effected,  for  the  most  part,  in  the  items  of  excavation 
and  concrete,  in  which  together  the  reduction  amounts  to  ^^2,420. 
Add  to  this  ^£’409,  the  reduction  of  cost  for  the  way  proper,  and 
the  sum,  ^2,82 g,  is  the  whole  difference  in  cost  in  favour  ot 
the  new  way.  The  shallower  and  simpler  structure  of  the  new 
way  has  been  rendered  available  by  the  employment  of  the 
stronger  concrete,  made  with  Portland  cement. 

Thus  it  is  that  Messrs.  Johnstones  &  Rankine  have  logically 
matured  an  excellent  system  of  tramway :  having,  by  successive 
stages,  reduced  the  quantity  of  excavation,  concrete,  and  timber ; 
simplified  the  design,  increased  the  strength  and  durability  of  the 
work,  and  minimised  the  cost  of  construction. 

In  March,  1881,  four  miles  of  way  had  been  laid  in  Glasgow,. 
on  the  new  girder  system,  the  first  portion  of  which  had  been 
opened  one  year  previously.  Now,  in  1892,  over  nine  miles  have- 
been  constructed,  the  last  portion  having  been  completed  in  1887. 
Practically,  there  has  not  been  made  any  alteration  of  the  system,, 
excepting  that  the  width  of  the  fish-plates  has  been  augmented  so 
as  to  occupy  the  whole  depth  of  the  web  of  the  rail. 

The  cost  of  the  lines  constructed  between  1882  and  1887  varied 
from  ^7,000  to  p£8,ooo  per  mile  of  double  line.  The  prices  of 
rails  and  fish-plates  have  varied  considerably,  those  used  in  1882 
costing  5s.  per  ton,  and  those  used  in  relation  to  the  two  suc¬ 
ceeding  contracts,  extending  from  1885  onwards,  ^£5  17s.  6d.  and 
;£7  respectively  for  rails  and  fish-plates. 

The  prices  for  sleepers,  including  creosoting  and  laying,  was 
reduced  in  1882  to  2s.  id.  each,  and  thereafter  to  is.  6d. 

The  whole  length  of  tramways  in  Glasgow  and  suburbs  belong¬ 
ing  to  the  Corporation  is  31  miles  of  double  line,  the  total  cost  ot 


o 


194 


CONSTRUCTION  OF  7RAMIVAYS. 


which,  including  that  of  the  relative  Acts,  has  been  ;^345,ooo. 
The  lessees  find  the  necessary  equipment  for  their  working. 

It  was  not  till  the  beginning  of  1886  that  any  of  the  tramways 
required  renewal,  their  life  on  the  busiest  streets  having  thus  been 
14  years.  Up  to  September  last  about  15  miles  of  double  line 
had  been  renewed.  In  relaying  the  tramways  the  substructure  is 
not  interfered  with.  The  rail,  longitudinal  beam,  and  chair,  are 
lifted  and  removed  entirely.  The  new  or  girder  rail,  of  similar 
type  to  that  used  here  since  1880,  is  designed  to  correspond  in 
depth  and  come  in  place  of  these.  It  is  thus  laid  on  the  old 
transverse  sleeper  and  spiked  to  it  as  in  the  case  of  new  tramways. 
The  paving  is  taken  up  so  as  to  restore  it  to  the  same  level,  and 
after  redressing  is  relaid.  The  sleepers  are,  it  is  stated,  all  in 
good  condition,  having  suffered  little  deterioration  during  the 
14  years  or  so  they  have  been  laid. 

As  for  the  cost  for  renewal,  it  has  naturally  varied,  being  partly 
controlled  by  the  importance  of  the  street,  the  work  having  some¬ 
times  to  be  done  during  the  night,  involving  the  construction  of 
cross-overs  within  short  distances.  The  preparation  of  new  paving 
stones  is  also  an  uncertain  quantity,  varying  from  10  per  cent,  to 
33  per  cent.,  and  in  some  cases  even  exceeding  that.  The  average 
cost  of  renewal  of  a  double  line  of  tramway  is  from  ;^4,ooo  to 
^£’4,500,  less  the  value  of  old  material,  which  amounts  to  about 
^350  per  mile. 


CHAPTER  XI. 


THE  VALE  OF  CLYDE  TRAMWAYS. 

The  Act  for  the  Vale  of  Clyde  Tramways  was  passed  in  1871. 
They  consisted  of  two  sections — from  Park  House  Toll,  Glasgow, 
to  Paisley,  Johnstone,  and  Govan  ;  and  from  Port  Glasgow  to 
Greenock  and  Gourock.  As  before  remarked,  the  Vale  of  Clyde 
line,  between  Glasgow  and  Govan,  was,  by  the  Act,  to  be 
constructed  so  as  to  admit  of  railway  vehicles  being  passed  over 
it :  in  fact,  to  carry  loaded  coal  waggons  from  the  Govan  Railway 
Station  to  the  ship-building  yards  on  the  route.  It  was  laid  to 
the  gauge,  4  feet  7!  inches,  which  was  adopted  by  general  consent 
for  the  tramways  of  the  Glasgow  District,  as  already  noticed, 
and  had  been  applied  to  the  Glasgow  Corporation  Tramways. 

The  first  piece  of  the  upper  section  of  the  Vale  of  Clyde  Tram¬ 
ways — from  Park  House  Toll,  Glasgow,  to  Govan — was  constructed 
by  the  Corporation  of  Glasgow,  under  Mr.  Hopkins  as  the 
engineer.  The  construction  was  commenced  in  July,  1872,  and 
the  line  was  opened  for  traffic  on  the  i6th  December,  1872.  A 
portion  of  the  lower  section — between  Greenock  and  Gourock — 
miles  in  length,  was  opened  in  July,  1873.  The  remainder  of 
the  lower  section,  3  miles  in  length,  was  constructed  by,  and 
leased  from,  the  Corporation  of  Greenock.  The  lengths  of  line 


now  open  are  as  follows — 

Glasgow  and  Govan  . 

.  25  miles  double  line. 

Greenock  and  Gourock 

*  •  4^  j »  > ’ 

Total 

♦  •  ^4  ?  >  ?  > 

0  2 

196 


CONSTRUCTION  OF  TRAMWAYS. 


The  Govan  rail,  Fig.  67,  is  of  steel,  and  weighs  60  pounds 
per  yard.  The  distribution  of  the  material  in  the  rail  is  less 
effective  for  resisting  vertical  stress  than  in  the  Dublin  rail ;  but 
the  thicker  section  was  specially  adopted  for  the  transport  of  rail¬ 
way  waggons,  besides  providing  a  more  massive  tread ;  the  section 
also  provided  greater  thickness  under  the  groove — the  weakest 
point. 

The  rail  is  nominally  4  inches  wide.  It  is,  in  fact,  inches 
wide  at  the  surface,  widening  downwards  to  4  inches  at  the  edges 
of  the  flanges  to  facilitate  the  manufacture.  The  total  depth  is 
2 1  inches.  The  tread,  or  rolling  surface,  is  inches  wide,  slightly 


rounded,  with  a  rise  of  iV  in^ch.  The  groove  is  inches  wide,, 

with  sloping  sides  and  a  flat  floor,  and  is  only  inch  deep, 
adapted  by  its  wideness  and  shallowness  to  receive  the  flanges  of 
the  wheels  of  railway  waggons,  which,  being  at  least  one  inch  in 
depth,  of  course  take  a  bearing  on  the  floor  of  the  groove.  “  It 
was  rather  a  violent  thing  to  think  of  doing,”  says  Mr.  Hopkins, 
in  his  evidence  before  the  Select  Committee  of  1877,  “but  the 
obligation  was  upon  us,  and  it  was  the  only  way  we  could  possibly 
hit  upon,  because,  if  we  made  the  groove  in  the  rail  wide  enough 
to  receive  the  ordinary  tyre  of  a  railway  carriage,  it  would  be  too 
wide  for  the  ordinary  traffic  of  a  street.”  The  ledge  at  the  inner 
side  of  the  rail  is  f  inch  wide  at  the  surface. 


VALE  OF  CLYDE  TRAMWAYS. 


197 


The  rails  were  rolled  to  a  length  of  24  feet,  with  5  per  cent,  of 
the  total  quantity  as  shorter  lengths. 

The  system  of  construction  consisted  of  rails  laid  on  longitu¬ 
dinal  sleepers,  bedded  on  a  foundation  of  concrete  laid  the  whole 
width  of  the  way. 

The  lines  of  way,  where  the  way  is  double,  are  placed  at  a 
distance  of  three  feet  apart  between  the  rails.  Including  the 
usual  outside  breadths  of  18  inches  of  pavement,  the  width  of  the 
tramway  is  made  up  as  follows  : — ■ 

Ft.  Ins. 

Two  lines  of  way,  4  feet  7f  inches  gauge  .  .  •  9 

Interspace  between  lines  .......30 

Two  breadths  of  pavement,  18  inches  .  .  .  .30 

Four  widths  of  rolling  surfaces  of  rails,  i|  inches  x  4  =  o  7^ 

Total  width  .  .  .  .  .  .  15  ii 

In  a  single  line  the  total  width  amounts  to  8  feet  oj  inch. 

The  roadway  was  excavated  for  the  full  width  of  the  tramway — 
16  feet  for  a  double  line — to  a  uniform  depth  of  13  inches  below 
the  permanent  surface.  At  junctions  and  crossings,  where  cross¬ 
sleepers  were  laid,  the  depth  was  increased  to  1 7  inches,  to  make 
room  for  the  sleepers.  At  places  where  the  excavated  bottom  was 
not  firm  or  solid,  deeper  excavations  were  made,  and  filled  with 
hard  materials  or  with  concrete.  A  foundation  of  concrete  laid 
with  Portland  cement  was  laid,  6  inches  thick,  in  the  bottom  for 
the  whole  of  the  width.  The  concrete  was  of  the  following  pro¬ 
portions  : — 

Parts. 

Portland  cement  .  .  .  .  i 

Ballast  ......  7 

8 

The  cement  was  to  be  of  the  best  quality,  weighing  at  least 
no  lbs.  per  striked  bushel,  and  of  such  a  fineness  that  40  per 
cent,  of  it  would  pass  through  a  hair  sieve  of  50  gauge.  It  was 
to  support  a  tensile  stress  of  200  lbs.  per  square  inch,  one  week 
after  having  been  gauged  neat,  and  kept  immersed  in  water. 


igS.  CONSTRUCTION  OF  TRAMWAYS. 

The  ballast  was  to  be  clean  and  sharp,  in  the  proportion  of 
6  parts  of  gravel,  broken  stone,  or  screened  macadam,  to  2  of 
clean  sharp  sand. 

The  ground  was,  in  dry  weather,  to  be  well  watered  before  the 
concrete  was  filled  in. 

The  longitudinal  sleepers  were  of  best  Memel  timbers,  6  inches 
deep,  4  inches  wide,  sawn  true  and  square,  in  lengths  of  not  less 
than  20  feet,  rebated  to  fit  the  rails.  They  were  laid  on  the  founda¬ 
tion  of  concrete.  On  curves  having  less  than  a  radius  of  200  feet, 
the  sleepers  could  be  of  shorter  lengths,  and  were  sawn  to  suit  the 
curves.  Cross-sleepers  of  the  same  timber,  6  inches  wide  and 
4  inches  deep,  at  least  7  feet  in  length,  were  laid  under  the  longi¬ 
tudinals  to  support  them,  at  intervals  not  exceeding  4  feet  between 
centres,  at  the  points  and  crossings.  A  foundation  of  concrete, 
6  inches  thick,  was  laid  for  the  support  of  the  cross-sleepers.  The 
timber  was  to  be  charged  with  creosote  oil,  having  a  specific 
gravity  not  exceeding  o'95,  to  the  extent  of  10  lbs.  of  oil  per  cubic 
foot  of  timber. 

The  rails  were  so  laid  that  they  extended  to  the  right  and  left 
of  the  joints  of  the  sleepers.  For  curves  of  less  than  200  chains 
radius,  the  rails  were  to  be  bent  to  a  true  curve  by  the  proper 
machine.  Swaging,  or  bending  by  blows,  was  not  permitted.  Be¬ 
fore  the  paving  was  laid,  the  rails  were  straightened  and  surfaced. 
The  rails  and  sleepers  were  forced  together  by  means  of  cramps, 
before  the  fastenings  were  driven.  The  cramps  were  used  for  each 
hole,  and  were  screwed  up  as  near  the  fastenings  as  possible. 

The  longitudinal  sleepers  were  laid  in  pairs,  and  the  ends  were 
cut  true  and  square.  As  in  the  Liverpool  line,  they  were  tied 
together  except  where  cross-sleepers  were  used,  at  every  joint  and 
at  intervals  of  from  4  to  5  feet,  with  wrought-iron  tie-bars,  2  inches 
deep  X  t  inch  thick,  having  dovetailed  ends,  made  of  best  mer¬ 
chant  iron.  These  were  let  into  dovetailed  grooves,  in  cast-iron 
clip  chairs,  fitted  tightly  upon  the  longitudinal  sleepers,  and  nailed 
to  them  with  f-inch  nails,  2\  inches  long.  The  cross-sleepers 
used  at  the  joints  and  crossings  are  united  to,  and  act  as  ties  for, 
the  longitudinal  sleepers,  by  two  pairs  of  cast-iron  brackets,  each 


VALE  OF  CLYDE  TRAMWAYS. 


199 


longitudinal  sleeper  being  lodged  between  the  brackets,  and 
fixed  to  them  with  4-inch  spikes,  3f  inches  long,  chisel-pointed, 
and  round  headed,  four  spikes  for  each  bracket.  The  joints  of 
the  rails  are  supported  by  joint-plates  of  best  merchant  wrought 
iron,  f  inch  thick,  3  inches  wide,  and  8  inches  long,  rounded  at 
the  angles,  and  let  flush  into  the  longitudinal  sleepers. 

The  fastenings  for  the  rails  were  double-kneed  staples,  having 
8  inches  of  total  length,  made  of  iron  f  inch  thick,  and  f  inch 
wide.  The  upper  part,  to  pass  through  holes  in  the  flanges  of  the 
rail,  was  forged  round  and  chisel-pointed ;  the  lower  part  was 
jagged,  and  was  driven  into  the  sleepers.  Each  rail  of  24  feet  was 
fastened  with  23  staples,  applied  to  each  side  alternately;  two 
pairs  of  them  were  applied  to  the  end  of  each  rail. 

The  staples  and  the  other  fastenings  employed  in  the  chairs, 
brackets,  points,  &:c.,  were  made  of  Lowmoor  iron. 

After  the  rails  and  the  sleepers  were  secured  to  each  other,  they 
were  raised  to  the  proper  level  by  means  of  folding  wedges,  and 
were  truly  surfaced  and  straightened.  They  were  closely  and  com¬ 
pletely  packed  with  concrete  underneath,  over  the  whole  surface. 
The  concrete  was  finer  and  stronger  than  that  which  was  employed 
for  the  formation,  and  was  of  the  following  composition  : — 

Parts. 

Portland  cement  .  .  .  .  i 

Clean  coarse  sand  ....  4 

5 

The  points  and  crossings  were  of  cast  iron,  of  which  the 
whole  of  the  upper  surfaces  were  chilled  to  a  depth  of  at  least 
f  inch.  Movable  tongues  were  of  cast  steel. 

The  whole  of  the  spaces  between  the  rails,  with  the  18-inch 
breadths  at  the  outer  sides,  were  paved  with  the  best  whinstone 
causeway  sets,  from  3^  inches  to  4  inches  wide,  and  6  inches  deep, 
laid  on  a  bed  ot  good  clean  sharp  sand,  i  inch  thick.  All  the  sets 
were  to  be  dressed  true  and  square  and  free  from  cracks,  chips, 
round  or  broken  angles,  or  hollows  on  the  sides.  The  paving  was 
laid  in  straight  parallel  courses  across  the  way,  bordered  at  each 


200 


CONSTRUCTION  OF  TRAMWAYS. 


side  by  a  longitudinal  course  of  sets  3  inches  wide,  upon  which  the 
macadam  of  the  common  roadway  abutted.  Where  the  stones 
came  in  contact  with  the  chairs  and  the  brackets,  they  were  to  be 
carefully  cut  with  a  chisel  by  a  mason  to  fit  the  work — not  to  be 
broken  with  a  hammer. 

The  sides  of  the  roads  next  the  tramways  were  made  up  with 
broken  granite  or  whinstone.  The  paving  was  well  rammed,  and 
the  joints  were  partly  filled  with  coarse  dry  gravel,  run  with  best 
British  asphalte,  and  covered  with  sand.  The  upper  surface  of  the 
paving  finished  flush  with  the  surface  of  the  rails. 


[chapters  XII.  TO  XIV.  DEAL  WITH  VARIOUS  WAYS 
HAVING  WOOD  SUBSTRUCTURE.] 


CHAPTER  XII. 

BELOKS  SYSTEM. — SOUTHPORT  TRAMWAYS. — 

WIRRAL  TRAMWAYS. 

The  Southport  Tramways,  opened  in  1873,  of  which  Mr.  Charles 

H.  Beloe  was  engineer,  consist  of  a  single  line  4  miles  in  length, 

laid  with  flanged  or  box  iron  rails,  fastened  to  longitudinal  sleepers 

laid  on  transverse  sleepers  in  concrete,  to  a  gauge  of  4  feet  8^ 

inches.  The  ground  was  excavated  for  a  width  of  8  feet,  to  a  depth 

« 

of  12^  inches  below  the  surface  of  the  roadway.  A  foundation  of 
concrete,  3  inches  thick,  was  laid  over  the  whole  of  the  bottom. 


The  concrete  was  composed  as  follows  : — 

Measures. 

Broken  stone  ...... 

•  .  3 

Coarse  sand,  or  fine  gravel 

I 

Blue  lias  lime ...... 

I 

5 


Upon  this  base,  cross-sleepers  of  pitch  pine,  6  inches  wide  and 
3  inches  deep,  were  laid  at  intervals  of  6  feet  between  centres. 
Longitudinal  sleepers,  of  the  same  timber,  3  inches  wide  and 
6  inches  deep,  were  laid  upon  and  let  i  inch  into  the  cross-sleepers, 
to  which  they  were  secured  with  four  staples  at  each  intersection. 


202 


CONSTRUCTION  OF  TRAMWAYS. 


At  the  joints  of  the  longitudinal  sleepers,  cast-iron  brackets  are 
employed  to  fasten  them  by  spikes  to  the  cross-sleepers. 


Southport  Tramways  Quantities  and  Costs  for  one 


Mile,  Single  Way,  1873. 


Excavation,  8  feet  wide  : — 

Macadam,  3  inches  deep,  4,693^  square  yards 
2^d.  •*•••••. 
Below  foundation  of  roads,  95  inches  deep, 
1,238  cubic  yards  @  IS.  .  .  .  . 

Bottom  of  excavation  levelled,  4,693  square 
yards  @  |d . 


Concrete,  8  inches  deep  (1,043  cubic  yards), 
deduct  for  sleepers,  52  cubic  yards,  991 
cubic  yards  @  IS.  .  .  .  .  .  . 


£  s.  d.  £  s. 


48  17  8| 

61  18  o 

9  15  6^ 

-  120  II 


445  19 


d. 


v> 


o 


Timber : — 

Longitudinal  sleepers,  pitch  pine,  6  inches  x 
3  inches,  21  feet  lengths,  10,560  lineal  feet 

@  5d . .  220  o 

Cross-sleepers,  notched,  at  6  feet  intervals,  7 

feet  long  x  880  =  6,160  lineal  feet  @  5d.  .  128  6 


Iron  rails,  21  feet  long,  1,760  x  2  =  3,520 yards, 
at  40  lbs.  per  yard,  say  63  tons  @  ;^i3  , 


0 

8 

-  348  6  8 
819  o  o 


Staples : — 

Short,  4  at  every  joint,  2,008  @4  oz.,  4^  cwt. 

@  243 . 580 

Long,  4  at  every 
joint  .  .  2,008 

Long,  4  at  every 
yard  of  way  .  7,040 

9,048  @  4^  oz.,  23  cwt.  @  24s.  27  12  o 

Twisted,  4  at  every  cross-sleeper,  except  at 
longitudinal  joints, — 880  cross-sleepers,  less 
251  joints,  629  X  4  =  2,516  @  5  oz.,  7  cwt. 

@  24s.  .  .  .  .  .  .  .  .880 

- 41  8  o 


Carried  forward 


•  4  II 


SOUTHPORT  TRAMWAYS. 


203 


Southport  Tramways  {co7iHnued). 

Brought  forward 

Brackets,  double,  2  at  each  longitudinal  joint ; 

502  joints  X  2  =  1,004  @  5  lbs.  6  ozs.,  48^ 
cwt.  ®  14s.  ....... 

Oak  trenails,  6  to  each  longitudinal  joint,  502 
joints  X  6  =  3,012  @  per  1,000 
Fish-plates,  502  @  5*86  lbs.,  26^  cwt,  @  13s. 


£  s.  d. 

B775  4  II 


33  15  8 

1800 
17  I  3 


1,844  I  i^ 


Excavation  and  Materials  for  Tramwav. 


Paving,  4,400  square  yards  :  — 

Granite  sets  @  6s.  2d.  per  sq.  yd. 

Paving  @  qd.  per  sq.  yd. 

Grout  @  6d.  per  sq.  yd.  . 

Sand  @  ^d.  per  sq.  yd.  . 

Making  good  between  new  and  old  pavement, 

1,760  Imeal  yards  @  6d.  .... 

Labour,  laying  tramway,  1,760  lineal  yards  @ 

IS.  lod . 161  6 

Labour,  cutting  beds  for  fish-plates,  502  beds 

®  4d . 87 


N  4,400  sq.  yas.  ®  7s.  04a, 


Carting :  — 

Tons.  Cwt. 


Rails  and  fish-plates  .  .  .  64  65- 

Brackets  ......  2  8j 

Staples  ......  I  15 

Trenails  ......  01 

Timber  ......  38  5 

Granite  sets  .....  782  o 


1,544  II 


44  o 


8 


4 

—  169  14 


8 


o 


o 


Total  weight,  say  889  tons  ®  is.  6d. 
Watching,  lighting,  and  contingencies  . 


66  13  6 

say  100  0  o 


Total  cost 


Net  cost 

Say;^3»730  per  mile. 


3,769  I  o 

say  41  o  o 
3,728  I  o 


Credit : — 
Old  materials  , 


204 


CONSTRUCTION  OF  TRAMWAYS. 


The  rails,  weighing  40  lbs.  per  yard,  are  3  inches  wide,  and 
14  inches  thick;  and,  with  the  side-flanges,  are  2\  inches  deep. 
The  width  was  limited  to  3  inches,  as  it  was  thought  that  a  rail  of 
this  width  would  offer  less  interference  with  ordinary  traffic  than  a 
rail  of  the  usual  width,  4  mches  ;  besides,  it  costs  less  in  first  outlay. 
The  rails  are  secured  to  the  longitudinals  by  staples,  at  intervals 
of  3  feet  on  each  side  of  the  rails.  The  joints  are  secured  by  two 
pairs  of  staples,  at  the  end  of  each  rail.  A  wrought-iron  fish¬ 
plate,  15  inches  by  2\  inches,  and  inch  thick,  is  placed  at  the 
joints. 

After  the  rails  and  sleepers  were  adjusted  to  the  street  levels, 
the  space  around  the  cross-sleepers,  and  for  2  inches  above  them, 
was  filled  with  concrete,  which  was  brought  to  a  level  4^  inches 
below  the  surface  level.  The  cross-sleepers  thus  became  enveloped 
in  a  mass  of  concrete,  8  inches  deep.  Upon  a  Uinch  bed  of  sand, 
4-inch  cubical  sets  were  laid,  as  pavement,  and  grouted. 

The  Wirral  Tramway  (Birkenhead,  Tranmere,  Rock  Ferry,  and 
New  Ferry)  is  a  single  line,  3  miles  in  length,  including  sidings. 
It  was  constructed  to  the  designs  of  Mr.  Beloe,  as  engineer,  and 
was  opened  in  1877.  design  of  this  line,  4  feet  8^  inches  in 

gauge,  the  engineer  materially  simplified  the  construction  compared 
with  that  of  the  Southport  line.  The  rails  are  box  rails,  laid  on 
longitudinal  sleepers  bedded  in  concrete,  and  connected  by  tie-bars. 
In  the  choice  of  this  system  of  construction,  in  which  tie-bars 
were  substituted  for  cross-sleepers,  the  engineer  was  influenced  by 
a  desire  to  leave  the  already  existing  foundation  undisturbed. 
The  foundation  consisted  of  a  stratum  of  rock-pitching,  or  rough 
stones,  laid  in  by  hand,  10  inches  in  depth,  and  if  cross-sleepers 
had  been  laid,  the  pitching  would  have  been  broken  into  to  such 
an  extent  as  to  have  seriously  weakened  the  foundation.  But, 
though  the  cost  was  considerably  reduced  by  the  use  of  tie-bars 
instead  of  cross-sleepers,  the  engineer  has  regretted  that  he  did 
not  take  out  the  old  pitching,  and  lay  a  foundation  of  concrete  for 
the  whole  width  of  the  tramway.'''  ' 

*  Froceedings  of  the  Institution  of  Civil  Engineers,  vol.  1., 
page  41. 


WIRRAL  TRAMWAYS. 


205 


WiRRAL  Tramway  Quantities  and  Costs  for  one  Mile, 

Single  Way,  187;. 

£  s.  d.  s.  d. 

Excavation,  8  feet  wide  :  — 

Macadam,  3  inches  deep,  4,693  square  yards 

@  6d . 1 18  o  o 


Below  foundations  of  roads,  668  cubic  yards 

@  4s.  .  .  .  .  .  .  .  .  134  o  o 

Levelling  bottom,  4,693  square  yards  @  id.  .  20  0  o 

- 272 

Concrete,  440  cubic  yards  @  9s.  .  ,  .  198 

Timber,  2,000  cubic  feet  @  2s.  6d.  .  .  .  250 

Iron  rails  @  52  lbs.  per  yard,  84  tons  6  cwt.  @ 

^8  los.  .......  717 

Staples,  15  Cwt.  @  2s.  6d .  17 

Chairs,  4  tons  16  cwt.  @  ^6  ....  29 

Fish-plates,  i  ton  ii  cwt.  @^9  ...  14 

Tie-rods,  5  tons  2  cwt.  @^14  ....  71 


o  o 
o  o 
o  o 

o  o 
o  o 
o  o 
o  o 
o  o 


1,568  o  o 


Excavation  and  Materials  for  Tramways. 

Paving : — 

Granite  sets,  759  tons  @  ;^i  8s.  6d.  .  .  1,082  o  o 

Laying,  grout  and  sand,  4,300  square  yards 
@  IS.  8fd.  .......  372  o  o 

- 1,454  o  o 

Making  good  between  old  and  new  pavement, 

1,760  lineal  yards  @  5d.  ....  37  0  o 

Labour,  laying  tramway,  1,760  lineal  yards 

@  2s.  6d.  .......  220  0  o 


Carting  : — 

'I  ons.  Cwt. 


Rails  and  fish-plates  .  .  .  85  17 

Chairs  ......  4  16 

Staples  ......  15 

Tie-rods  ......  52 

Timber . 30  12 

Granite  sets  .....  759  o 


Total  weight,  say  886  tons  @  2s.  .  89  o  0 


Total  .  .  .  o  0 


206 


CONSTRUCTION  OF  TRAMWAYS. 


The  rails  are  of  steel,  and  are  wider  and  heavier  than  the 
Southport  rails;  they  are  4  inches  wide,  weight  52  lbs.  per  yard, 
and  are  rolled  to  lengths  of  21  feet.  They  are  if  inches  thick, 
with  side  flanges  if -inch  deep,  making  the  total  depth  2-^6  inches. 
In  improving  upon  the  Southport  rail,  Mr.  Beloe  observed  that 
the  latter  was  not  possessed  of  sufficient  stiffness.  The  rails  are 
bedded  on  longitudinal  sleepers,  4  inches  wide  and  6  inches  deep, 
and  are  fastened  to  them  by  wrought-iron  side  staples,  ten  to  each 
rail,  6  feet  apart  at  each  side,  except  near  the  joints  of  the  rails, 
where  they  are  closer  to  each  other. 

The  ends  of  the  sleepers  are  lodged  in  cast-iron  chairs,  9  inches 
long,  tied  together  transversely  by  two  f-inch  tie-rods,  which  take 
a  bearing  by  collars  on  the  inner  sides  of  the  chairs,  and  pass 
through  the  chairs  and  the  sleepers,  and  are  fastened  by  nuts 
outside.  The  sleepers  are  likewise  tied  by  three  intermediate 
tie-rods  passed  through  and  screwed  up  outside. 

The  ground  was  excavated  to  a  uniform  dej^th  of  yf  inches 
below  the  permanent  surface ;  two  longitudinal  trenches  in  addi¬ 
tion,  12  inches  wide  and  3  inches  deep,  were  excavated  under 
the  sleepers,  where  the  total  depth  amounted  to  about  lof  inches. 
When  the  raife  and  sleepers  were  adjusted  in  their  places,  the 
whole  of  the  bottom  of  the  excavation,  as  well  as  the  trenches 
under  the  sleepers,  were  filled  with  concrete  to  a  height  of 
3  inches  above  the  bottom,  thus  embedding  the  sleepers  to  a  depth 
of  3  inches,  and  leaving  4f  inches  for  paving.  The  paving  con¬ 
sists  of  4-inch  cubes  bedded  on  a  f-inch  layer  of  sand. 


CHAPTER  XIIL 


MACKIESON' S  SYSTEM. — DUNDEE  STREET 

TRAMWAYS. 


The  Commissioners  of  Police  of  Dundee  contracted  in  April, 
1877,  for  the  construction  of  2,346  yards,  or  miles,  of  tramway, 
double  line,  to  the  design  of  their  engineer,  Mr.  W.  Mackieson, 
which  was  completed  in  July,  1877.  The  line  passes  between 
Dalhousie  Terrace  and  the  General  Post  Office,  along  Perth  Road, 
Nethergate,  Reform  Street,  and  into  Euclid  Crescent. 

According  to  the  system  of  construction,  which  is  similar  to  Mr. 
Hopkins’  plan  of  1873,  flanged  rails  are  laid  on  longitudinal  beams 
or  sleepers,  which  rest  on  a  bed  of  concrete,  and  they  are  set  to 
gauge  by  transverse  tie-rods,  dovetailed  into  cast-iron  chairs. 
The  surface  is  paved.  Two  sections  of  rails  and  sleepers  are 
employed,  smaller  and  larger,  of  which  the  lighter  section  is  laid 
in  the  contracts — comprising  a  length  of  1,562  yards — between 
Dalhousie  Terrace  and  South  Tay  Street,  and  the  heavier  scantling 
is  laid  thence  to  the  Post  Office — a  length  of  784  yards — the  busiest 
part  of  the  route. 

The  lines  are  laid  to  a  gauge  of  4  feet  8^  inches,  with  a  clear 
interspace  of  4  feet  between  the  rails.  The  rolling  surfaces  of  the 
rails  are,  for  the  larger  scantling,  inches  wide  ;  and  the  paving 
is  laid  outside  the  lines  for  a  width  of  18  inches  at  each  side.  The 
total  width  for  the  double  line  of  way  is  1 7  feet  ^  inch,  thus : — 


Two  lines,  4  feet  8^  inches  gauge 

1  interspace  .... 

2  breadths,  of  18  inches 

4  rolling  surfaces  (ig  inch  x  4) 


Et.  Ins. 

9  5 

.  4  o 

3  o 


ft 


208 


CONSTRUCTION  OF  TRAMIVAYS. 


The  gradients  of  the  lines  are  as  follows,  commencing  at  the 
Post  Office  : — ■ 


Yards. 

Yards. 

I  in  100  for  a  length  of 

68 

I  in 

133 

for  a  length  of  65 

I  ,,  451 

167 

I  M 

47 

98 

I  ,,  100  ,, 

200 

I  ,, 

77 

?  ) 

67 

I  ,,  210 

234 

I  ,, 

133 

J  ? 

88 

I  ,,  50 

67 

I 

34 

>  y 

166 

I  „  36 

48 

I  ,, 

50 

y  y 

131 

I  31 

228 

I  M 

121 

9  y 

263 

I  „  47 

99 

I  ,, 

250 

9  9 

126 

I  ,,  117 

132 

— 

I  ,,  674 

99 

2,346 

The  gradients  do  not 

all  fall 

the 

same  way. 

There  is  a 

difference  of  level  of  76  feet  between  the  two  extremities  of  the 
tramway — the  Post  Office  being  at  the  lower  end. 

The  roadway  was  excavated,  for  the  way  of  60-pound  rails,  for 
a  uniform  depth  of  about  14  inches — exactly  13!  inches — below  the 
permanent  level  of  the  road,  for  the  whole  width  of  the  tramway. 
The  bottom  was  cleared  of  soft  or  otherwise  unsuitable  material, 
and  levelled  and  beaten  so  as  to  secure  a  solid  and  uniform  bottom. 
Upon  the  bottom  was  laid,  for  the  whole  width,  a  foundation  of 
concrete,  6  inches  thick,  well  pounded  with  a  heavy  beater.  The 

composition  of  the  concrete  was  as  follows  : — 

Measures. 

Whinstone  metal  to  a  2-inch  gauge,  screened  with  a  5-inch 

sieve . 2 

Gravel,  crushed  whinstone,  or  broken  bricks,  to  a  i-inch 
gauge  ..........  2 

Clean,  sharp  river  sand  .......  2 

Portland  cement  .........  i 

7 

To  support  the  longitudinal  sleepers  strips  of  cement  mortar, 
composed  of  two  parts  of  sand  and  one  part  of  Portland  cement, 
are  laid  on  the  concrete,  i  inch  thick  and  7  inches  wide,  increased 
to  9  inches  wide  at  the  chairs. 

The  longitudinal  sleepers  are  of  red  wood,  from  Riga,  Memel, 
or  St.  Petersburg,  4  inches  wide,  5  inches  deep,  rebated  for  the 
60-pound  rail ;  and  3^  inches  by  5^  inches  for  the  34-pound  rail. 


DUNDEE  STREET  TRAMWAYS. 


209 


They  are  at  least  21  feet  in  length  for  the  straight  parts  ;  and  bent 
or  sawn  to  curves,  in  lengths  of  from  12  feet  to  18  feet.  The 
whole  of  the  timber  is  creosoted  to  the  extent  of  10  pounds  of 
creosote  per  cubic  foot.  The  ends  of  the  sleepers  are  square- 
jointed,  and  rest  on  cast-iron  chairs,  6  inches  long,  placed  at  inter¬ 
vals  of  from  4  feet  to  5  feet.  The  chairs  are  nailed  to  the  sleepers 
with  |-inch  chair  nails,  2  k  inches  long,  having  chisel  points  and 
cup  heads.  Transverse  tie-rods  of  wrought  iron,  2  inches  by  |  inch 
thick,  are  dovetailed  into  the  chairs. 

The  rails  are  of  wrought  iron  ;  the  lighter  and  heavier  rails 
weigh  respectively  34  lbs.  and  60  lbs.  per  yard.  They  are  rolled  in 
lengths  of  21  feet,  except  5  per  cent,  of  the  total  number,  which 
maybe  of  shorter  lengths,  but  not  less  than  12  feet  long.  The 
60-lb.  rails  have  a  width  of  4  inches  and  a  thickness  of  if  inches; 
they  are  2f  inches  deep  over  the  flanges,  these  being  if  inches 
deep,  and  averaging  f  inch  thick.  The  groove  is  i  A-  inches  wide 
and  f  inch  deep,  made  with  a  flat  floor,  similarly  to  the  Vale  of 
Clyde  and  the  Glasgow  rails.  The  rolling  surface  of  the  rail  is 

I  f  inches  wide  ;  the  outer  flange  is  if  ii^ch  wide,  and  corrugated 
at  the  upper  surfaces.  The  34-lb.  rail  is  3^  inches  wide,  and  i  inch 
thick  :  the  groove  is  f  inch  deep,  and  the  thickness  of  metal  under 
the  groove  is  f  inch.  The  total  depth  of  the  rail  is  ifs-  inches. 
The  rails  are  fixed  to  the  sleepers  by  side  fastenings  or  staples  of 
Lowmoor  iron,  as  shown,  of  which  there  are  21  for  each  21  feet  rail. 

The  points  and  crossings  are  of  chilled  cast  iron,  2  inches  thick, 
corrugated  in  correspondence  with  the  rail. 

The  new  pavement  consists  of  Pitrodie  whinstone  sets,  from 
3  inches  to  4  inches  thick,  7  inches  deep,  and  from  6  inches  to 

I I  inches  in  length,  with  a  granite  margin  averaging  6  inches  wide, 
on  each  side  of  the  rails,  for  the  entire  length  of  the  tramway.  Old 
paving  sets,  when  re-dressed,  were  not  to  exceed  4k  inches  in 
thickness,  and  were  not  to  be  less  than  6P  inches  in  depth.  The 
pavement  was  set  on  a  2 -inch  bed  of  coarse  Earn  sand,  and  laid 

hard  to  hard  ”  ;  it  stands,  as  finished,  f  inch  above  the  level  ot 
the  rails,  leaving  a  residual  thickness  of  f  inch  of  sand.  The 
finished  surface  slopes  on  each  side  of  the  centre  line  of  the 

p 


2  10 


CONSTRUCTION  OF  7R  AM  WAYS. 


tramway  at  the  rate  of  at  least  i  inch  per  foot  horizontally.  The 
pavement  is  grouted  with  a  composition  of  i  part  of  ground 
Charleston  lime,  slaked,  and  2  parts  of  sharp  sand ;  and  the 
surface  is  blinded  with  a  layer  of  coarse  river  sand. 

The  works  were  maintained  by  the  contractor  for  twelve  months 
after  being  opened  for  traffic ;  except  the  rails,  which  were  main¬ 
tained  good  for  two  years. 

Payments  were  made  monthly  on  the  work  done,  10  per  cent, 
being  reserved  as  security,  i-o-ths  of  which  was  paid  at  the  end  ot 
twelve  months,  and  i-jths  two  years  after  completion. 

The  works  were  constructed  according  to  the  annexed  schedule 
of  prices  : — 


Dundee  Street  Tramways.  Schedule  of  Prices,  1887. 

£  s.  d. 

Lifting  and  laying  aside  road  metal,  in¬ 
cluding  sets  in  crossings  .  .  .00  6  per  square  yard. 

Lifting,  laying  aside,  and  redressing  old 


sets  .  .  .  .  .  .  .01 

Excavation  deposited  in  the  pool  at  Mag¬ 
dalen  Green,  including  dressing  surface 

for  concrete . 02 

Portland  cement  concrete,  6  inches  thick  i  2 
Ditto  mortar,  i  inch  thick  .  .  .  .01 

Longitudinal  sleepers  of  red  wood  (Baltic) 

4  inches  by  5  inches  in  21-foot  lengths, 
checked  for  rails,  fish-plates,  nuts  and 
chairs,  charged  with  creosote  and  bed¬ 
ded — one  sleeper  .  .  .  .  .01 

Ditto  in  lengths  of  from  18  feet  to  12  feet, 

6x5  inches,  cut  to  radius,  and  pre¬ 
pared  as  above . 02 

Cast-iron  chairs,  weighing  ii  lbs.  each, 

bedded  .....  .07 

Wrought-iron  fish-plates,  2’3  lbs.  each, 

punched  for  bolts  .  .  .  .  .  o  12 

Wrought-iron  tie  rods,  11-2  lbs.  each  .  o  12 
Wrought-iron ‘staples  for  side  fastening  .  0  17 

Iron  rails,  60  lbs.  per  yard,  punched  for 
side  fastenings,  secured  to  sleepers 
(^9  i6s.  per  ton) . 05 


0 


6  per  cubic  yard. 
6 

o  per  square  yard. 


6  per  lineal  yard. 


o 


}  9 


o  per  cwt. 


6 

6 

6 


9  > 
9  > 
9  9 


3  per  lineal  yard. 


DUNDEE  STREET  TRAMWAYS. 


211 


Dundee  Street  Tramways  {continued). 


Iron  rails,  34  lbs.  per  yard,  prepared  as 
above  {£12  7s.  per  ton) 

Iron  rails  at  crossings  and  curves,  bent  to 
the  required  radii  all  together 
Cast-iron  points  and  crossings,  secured  to 
sleepers,  including  patterns  . 

Paving  with  whinstone  sets,  from  Pitrodie 
quarry,  bedded  on  sand 
Ditto  with  redressed  sets,  bedded  on  sand 
Grouting  joints  of  pavement 
Blinding  pavement  with  sand  . 

Adjusting  and  reinstating  macadamised 
roads  and  crossings,  alongside  the  tram¬ 
ways,  between  paved  margins  and  chan¬ 
nels,  with  the  old  materials 
Maintenance  of  work  for  twelve  months  for 


£ 


d. 


039  per  lineal  yard. 


050 


I  10  o  per  cwt. 

090  per  square  yard. 

010 

006 

001 


002  per  lineal  yard. 


each  of  the  three  sections 

Cost  for  ioo  Yards,  Single  Line, 

.  20  0  0 

WITH  60  LB. 

>  > 

Rail,  1877. 

Work  and  materials. 

Quantities. 

Rates. 

Amounts. 

Lifting  and  laying  aside  road 

Square  yds. 

£  s. 

d. 

7; 

s. 

d. 

metal . 

283 

Cubic  yds. 

0  0 

6 

7 

I 

6 

Excavation  in  road  metal 

87 

0  2 

6 

10 

17 

6 

Concrete  .... 

Square  yds. 

I  2 

6 

52 

17 

6 

Cement  mortar 

.  34 

Lineal  yds. 

0  I 

0 

I 

14 

0 

Longitudinal  sleepers  .  *  . 

200 

Cwts. 

0  I 

6 

15 

0 

0 

Cast-iron  chairs 

13 

0  7 

0 

4 

II 

0 

Tie-rods  .... 

6-6 

0  12 

6 

4 

2 

6 

Staples  ..... 

2 

0  17 

6 

I 

15 

0 

Chair  nails  .... 

1 

6 

Yards. 

0  17 

6 

0 

2 

1 1 

Rails,  60  lbs.  per  yard  . 

200 

Cwts. 

0  5 

3 

52 

10 

0 

Fish  plates  .... 

o'6 

Square  yds. 

0  12 

6 

0 

7 

6 

Whinstone  sets 

161 

0  9 

0 

72 

9 

0 

Granite  sets  (margins)  . 

IOO 

0  13 

0 

65 

0 

0 

2  I  2 


CONSTRUCTION  OF  TRAMWAYS. 


The  cost  of  the  way,  exclusive  of  pavement,  amounted  to 
;£’i5i  for  100  yards,  equivalent  to  ;£’i  los.  2 id.  per  lineal  yard  of 
single  line,  or  to  ;£‘2,658  per  lineal  mile.  The  cost  for  paving  was 
7s.  6d.  per  lineal  yard,  or  ^^2,420  per  mile.  For  way  and  paving 
together,  the  cost  is  mile,  single  line,  or  ;£^io,i56  per 

mile,  double  line.  But,  with  certain  compensations,  together  with 
the  using  up  of  such  old  paving  stones  as  were  serviceable,  the 
total  cost  was  expected  not  to  exceed  ^13,300  for  miles  of 
double  way,  being  at  the  rate  of  ;£g,g'JS  mile. 

Besides  the  lines  above  noticed,  new  lines  have  been  constructed 
and  opened.  The  line  between  Dundee  and  Lochee,  consisting 
of  I  mile  1,140  yards  of  double  line,  and  i  mile  5  yards  of 
single  line,  making  together  about  2f  miles,  was  constructed  on 
Go  wans’  system,  and  completed  in  December,  1879.  The  line 


Figs.  68  and  69.  Mackieson’s  Way,  Dundee, — Sleeper.  Scale  2^. 


from  the  Post  Office  to  Stobswell,  with  a  branch  to  Baxter  Park, 
consisting  of  1,304  yards  of  double  line,  and  1,614  yards  of  single 
line,  together  about  if  miles,  was  completed  in  June,  1880.  The 
Stobswell  line  was  constructed  with  solid  rolled  girder  rails,  and 
the  branch  to  Baxter  Park,  comprising  847  yards  as  single  line, 
was  constructed  on  Mr.  William  Mackieson’s  system. 

The  rails,  formed  with  a  lower  dovetail  web,  rest  upon  and  are 
keyed  down  to  long  cast-iron  sleepers,  like  open  framing,  com¬ 
prising  upper  and  lower  horizontal  members  connected  by  upright 
standards  at  intervals. 

The  cast-iron  sleepers.  Figs.  68  and  69,  are  of  great  length — 3  feet 
1 1  inches.  They  are  laid  in  line  under  each  rail,  i  inch  apart. 
They  stand  6  inches  high,  and  are  made  with  shallow  ribs  on  the 


DUNDEE  STREET  TRAMWAYS, 


213 


underside  to  give  lateral  hold  on  the  substratum.  Each  sleeper  is 
made  with  four  standards,  placed  at  12  inches  apart,  between 
centres,  to  support  the  rail  bed,  forming  substantially  an  open 
girder,  on  which  the  rail  is  laid.  The  sole  is  ii^  inches  wide,  and 
is  generally  |  inch  thick,  made  with  openings  in  the  space  between 
the  standards;  the  rail  bed  is  3  inches  wide  and  inches  deep, 
and  the  standards  are  3  inches  by  i  inch  thick  in  section. 

The  rails.  Fig.  71,  weighing  36  lbs.  per  yard,  are  3  inches  wide, 
comprising  the  tread,  i|-  inches  wide,  the  groove  lA  inches  wide 
at  the  surface,  and  the  guard  flange,  iuch  wide.  The  rail  is  ii^ 
inches  deep  above  the  sleeper,  and  its  total  depth,  comprising 
the  lower  web  or  dovetail,  is  2i\-  inches.  It  is  keyed  to  the 
sleeper  by  wrought-iron  keys,  which  are  4  inches  long  by  inches 
deep,  and  average  f  inch  in  thickness.  These  are  tapered  in 


Fig.  70.  Mackieson’s  Way,  Dundee. 
— Section  of  Sleeper.  Scale 


Fig.  71.  Mackieson’s  Way,  Dundee.. 
— Section  of  Rail.  Scale 


thickness,  and  are  driven  into  place  horizontally,  being  introduced 
through  long  slots  cut  through  the  floor  of  the  working  groove  of 
the  rail.  With  this  mode  of  fastening,  the  rails  can  be  lifted  when 
required,  without  causing  any  disturbance  of  the  sleepers  or  the 
paving.  The  unoccupied  portions  of  the  slots  are  filled  with 
elastic  British  bitumen.  The  rails  were  rolled  in  lengths  of  20  feet, 
24  feet,  and  28  feet. 

A  foundation  of  concrete,  in  a  layer  6  inches  deep,  is  laid  for 
the  whole  width  of  the  way,  and  the  outer  paving  pertaining  to  it. 


CONSTRUCTION  OF  TRAMWAYS, 


2  14 

The  sleepers  are  bedded  in  this  layer,  so  that  the  soles  become 
flush  with  the  upper  surface.  The  concrete  is  composed  of  4  parts 
of  whinstone  metal,  to  a  2 -inch  ring-gauge,  2  parts  of  sharp  sand, 
and  T  part  of  Portland  cement  weighing  112  lbs.  per  bushel.  The 
open  spaces  in  the.  sleepers,  under  the  rail  bed,  are  packed  with 
fine  cement,  composed  of  i  part  of  Portland  cement,  2  parts  of 
sand,  and  2  parts  of  metal  broken  to  a  i-inch  ring  gauge.  On 
this  bed  a  layer  of  coarse  Earn  sand,  from  ^  inch  to  i  inch  thick, 
is  laid,  to  receive  the  paving  sets,  wdrich  are  of  whinstone,  6  inches 
deep.  The  sets  next  the  rails  are  laid  hard  against  them,  bedded 
on  a  layer  of  Portland  cement  and  sand,  in  the  proportion  of  i  to 
2.  The  paving  is  grouted  with  pitch-bitumen,  manufactured  from 
pitch,  coal  tar,  and  creosote  oil,  in  the  proportion  of  80  gallons  ot 
tar  and  20  gallons  of  creosote  to  i  ton  of  pitch. 

Quantities  and  Costs  per  Mile,  Single  Line,  of  Mackieson's 
System— Dundee  Street  Tramways,  1880. 


£ 

s. 

d. 

£  s. 

d. 

Steel  rails,  36  lbs.  per  yard,  56|-  tons 

@ 

9 

10 

0 

536  15 

0 

Wrought-iron  keys,  19I  cwt.  . 

>  > 

I 

6 

0 

25  7 

0 

Cast-iron  sleepers,  141 J  tons  . 

>  > 

7 

0 

0 

990  10 

0 

Lifting  and  carting  away  macadam,  522 

cubic  yards  ...... 

0 

I 

4 

34  16 

0 

Excavation,  <Sz:c.,  1,108  cubic  yards 

>  ) 

0 

I 

7 

87  14 

4 

Concrete,  6  inches  thick,  782  cubic  yards 

J  t 

0 

14 

6 

566  19 

0 

Laying  tramway,  1,760  lineal  yards 

>  > 

0 

2 

2 

190  13 

4 

Royalty,  per  mile  .... 

• 

« 

75  0 

0 

Total  for  the  way 

• 

• 

^^2,507  14 

8 

£ 

s. 

d. 

s. 

d. 

Paving,  &c.,  2,836  square  yards 

@  0 

6 

10 

968  19 

4 

Ditto  on  cement  and  sand  next  rails. 

1,564  square  yards  .  .  .  . 

,,  0 

7 

0 

547 

8 

0 

Bitumen,  &c.,  4,400  square  yards  . 

,,  0 

I 

3 

275 

0 

0 

Total  for  paving 

♦ 

• 

;^b79i 

7 

4 

Total  for  way  and  paving  . 

• 

• 

;^4.299 

2 

0 

CHAPTER  XIV. 


MACRAE'S  SYSTEM. — EDINBURGH  STREET 

TRAMWAYS. 


The  Edinburgh  Street  Tramways,  of  which  Mr.  John  Macrae  was 
the  first  engineer,  were  constructed  in  1871 — 75,  on  the  system  of 
the  flat  groove  rail,  laid  on  longitudinal  sleepers,  on  a  bed  of 
concrete.  The  several  sections  of  the  line  were  opened  at  various 
dates  from  1871 — 75,  as  follows: — 


OpeneJ. 

Section. 

Double  line. 

Single  line. 

Total  length 
of  streets. 

Oct.,  1871 

Haymarket  and  Leith 

miles 

3 

yards 

1,200 

miles  yards 

0  320 

miles 

3 

yards 

1,520 

Apr.,  1872 

Powburn  and  New¬ 
ington  . 

I 

1,630 

I 

1,630 

Nov.,  1872 

Morningside  and 
Grange  . 

3 

880 

3 

880 

Dec.,  187.^ 

Newhaven  Branch  . 

0 

350 

0 

1,270 

0 

1,620 

May,  1875 

Portobello  line  . 

0 

770 

2 

L590 

3 

600 

9 

L3IO 

3 

1,420 

^'3 

970 

The  gauge  of  the  way  is  4  feet  8^  inches.  The  way  is  laid  in 
the  middle  of  the  street.  For  double  lines  of  way  the  lines  are 
9  feet  apart  between  centres,  and  the  total  width  is  1 7  feet,  contri¬ 
buted  thus : — 


For  a  double  line  : — • 

Distance  apart  of  centre  lines  of  ways 
Two  half- widths  of  gauge  . 

Two  rolling  widths  of  rail  (if  x  2  =) 
Two  breadths  of  18  inches  of  paving  . 


Ft.  Ins. 

9  o 
4 

o  3i 
3  o 


17 


o 


2i6 


CONSTRUCTION  OF  TRAMWAYS. 


For  a  single  line  :  — 

Width  of  gauge  .  .  .  .  . 

Two  half-widths  of  rail 

Two  breadths  of  i8  inches  of  paving  . 


Ft.  In. 
4  81 
o 

3  o 


8  o 


The  gradients  of  the  Edinburgh  Street  Tramways  are  unusually 
severe.  The  gradients  on  Leith  Walk,  which  is  the  worst  section^ 
are  as  follows,  commencing  at  the  head  of  the  incline,  on  the  level 
of  Prince’s  Street : — 


Average 


Gradient. 

J,f*ngth  in  5’ards. 

I  in  22 

. 

u-) 

0 

1— 1 

* 

• 

I  ,,  14 

43 

I  ,,  50 

.  151 

I  ,,  24 

•  137 

I  ,,  20 

no 

I  ,,  24 

71 

I  ,,  23 

54 

I  ,,  29 

166 

I  ..  35 

272 

I  ,,  42 

100 

I  ,,  52 

.  244 

I  43 

218 

I  ,,  38 

.  139 

I  in  32 

Total  length  .  1,870  yards. 

or  I  mile  i  lo  yards. 

The  radius  of  the  curve  on  the  incline  at  the  head  of  Leith 
Walk  is  47  feet  8  inches,  measured  to  the  innermost  rail. 

The  incline  on  the  North  Bridge  is  i  in  17  for  a  length  of  184 
yards. 

The  average  inclination  on  the  Portobello  Road  is  i  in  30  for 
1,500  yards.  The  steepest  incline  is  i  in  24  for  200  yards. 

The  following  are  particulars  of  construction  and  cost  of  works 
recently  constructed  on  the  Portobello  Branch.  The  contract  was 
let  in  July,  1874. 

The  contractor  lifted  the  existing  pavement  or  causeway,  and 


EDINBURGH  STREET  TRAMWAYS.  ZIJ 

at  those  portions  of  the  street  where  the  causeway  bed  was  bad,  or 
which  was  macadamised,  the  ground  was  excavated  to  a  uniform 
depth,  reckoned  at  about  13d  inches  below  the  intended  perma¬ 
nent  surface,  for  a  width  of  17  feet  for  a  double  line,  and  8  feet 
for  a  single  line.  The  actual  depth  of  excavation  was  less  than 
13d  inches,  for  the  level  of  the  renewed  roadway  was  raised 
considerably. 

A  firm  bottom  was  provided  for  the  concrete.  The  normal 
thickness  of  the  bed  of  concrete  laid  on  the  bottom  of  the  excava¬ 
tion  was  6  inches;  a  greater  thickness  was  laid  where  it  was 
necessary;  but  where  the  macadam  of  the  existing  macadamised 
roads  was  firm  enough  to  form  a  foundation  for  the  sleeper  and 
the  pavement,  the  surface  was  dressed  and  finished,  when  exca¬ 
vated,  to  a  uniform  level,  to  receive  a  thin  coat  of  concrete.  The 
concrete  was  carefully  beaten,  and  the  surface  formed  parallel  to 
the  surface  of  the  street.  The  composition  was  as  follows  : — 

^Measures. 

Best  Arden  lime  .......  2 

Clean  whinstone,  broken  to  a  size  that  will  pass 

through  a  2-inch  ring  .....  4 

d-inch  Fisherrow  or  whinstone  gravel  .  .  .  i 

7 

The  sleepers  are  of  red  Baltic  fir,  from  Riga,  or  of  pitch  pine, 
4  inches  wide  and  5  inches  deep,  rebated  at  the  upper  corners  to 
receive  the  fillets  of  the  rails.  The  joints  of  the  sleepers  rest  in 
cast-iron  chairs,  6  inches  long,  the  soles  of  which  are  let  in  the 
lower  sides  of  the  sleepers  to  present  a  flush  surface  to  the  con¬ 
crete  bed.  The  sleepers  were  creosoted  with  the  best  creosote,  to 
the  extent  of  10  lbs.  per  cubic  foot  of  timber,  under  a  pressure  of 
200  lbs.  per  square  inch. 

The  sleepers  are  tied  to  gauge,  at  intervals  not  exceeding  6  feet, 
by  tie-bars  of  Avrought  iron,  2  inches  by  f  inch  thick,  kneed 
reversely  at  the  ends,  and  fixed  to  each  sleeper  by  a  t-inch  bolt, 
nut  and  washer.  The  rails  are  fixed  to  the  sleepers  by  f-inch  bolts, 
nuts,  and  washer  plates  at  the  lower  side.  The  bolts  are  counter- 


2i8  construction  of  tramways. 

sunk,  and  are  recessed  in  the  head  for  a  screw-key.  All  bolt 
holes  in  the  wood  were  filled  with  Archangel  tar  at  boiling-point, 
before  the  bolts  were  driven.  The  sleepers  are  bedded  on  a  -j-inch 
layer  of  firm  concrete,  composed  as  follows  : — • 

Parts. 

Portland  cement  .  .  .  .  .  i 
Fisherrow  gravel  .  .  .  .  .3 

4 

mixed  and  tempered  with  mortar. 

The  rails  are  of  wrought  iron,  rolled  from  large  piles  of  the  best 
puddled  bars,  so  arranged  that  the  lower  portion  of  each  rail  is 
fibrous,  and  the  rolling  surface  and  upper  portion  of  fine  granular 
iron.  The  weight  is  52  lbs.  per  yard.  The  rail  is  4  inches  wide, 
and  id  inches  thick,  having  two  fillets  on  the  under  side,  one  at 
each  corner,  f  inch  square.  At  the  upper  side,  the  outer  or  rolling 
surface  is  if  inches  wide,  and  the  groove  is  if  inches  wide ;  the 
inner  ledge  is  i  inch  wide,  and  is  deeply  corrugated,  having  18  cor¬ 
rugations  per  lineal  foot.  The  depth  of  the  groove  is  f  inch, 
leaving  a  thickness  of  f  inch  under  the  groove.  The  width  of  the 
groove  at  the  bottom  is  -H-  inch,  and  the  splay  of  the  sides  of  the 
groove  is  the  greater  towards  the  inner  side  of  the  rail.  The 
standard  length  of  the  rail  is  2 1  feet,  or  7  yards,  but  a  number  not 
exceeding  5  per  cent,  of  the  whole  quantity  might  be  of  less  length, 
in  whole  numbers,  of  ev’en  feet,  none  of  them  less  than  12  feet 
long.  The  variation  of  length  allowed  was  f  inch.  The  rails 
are  fixed  to  the  sleepers  by  f-inch  bolts  at  2-feet  centres,  except 
at  each  end,  where  the  rail  is  fixed  by  two  bolts  at  qd-inch  centres, 
of  which  the  extreme  bolt  is  iF  inches  from  the  end  of  the  rail. 
The  bolt-holes  are  made  through  the  bottom  of  the  groove,  and 
the  heads  of  the  bolts  when  screwed  home  are  flush  with  the 
bottom  of  the  groove. 

The  ends  of  the  rails  are  connected  by  wrought-iron  fish-plates, 
1 5  inches  long,  3  inches  wide,  and  f  inch  thick — one  plate  at  each 
junction  let  flush  into  the  sleeper — fixed  by  the  four  bolts  already 
mentioned.  The  holes  in  the  plates  are  formed  oval,  being  f  inch 


EDINBURGH  STREET  TRAMIVAYS. 


2ig 


wide  and  ^  inch  long,  to  allow  for  slight  irregularities.  The  weight 
of  a  fish-plate  is  7  lbs. 

The  points  and  crossings  are  of  chilled  cast  iron  or  other 
materials. 

A  thin  layer  of  clean  sharp  sand,  or  ^  inch  Fisherrow  or  whin- 
stone  gravel,  may  be  spread  over  the  concrete  as  a  packing  under 
the  stones,  to  make  up  for  inequalities  of  surface.  But  the 
stones  rest  direct  upon  the  concrete  where  the  packing  was  not 
required. 

The  causeway  or  pavement  was  laid  over  all  the  surface  between 
the  rails,  and  for  a  breadth  of  18  inches  upon  each  side,  beyond 
the  outermost  rails.  The  sets  are  3  inches  wide,  7  inches  deep, 
and  of  10  inches  average  length,  except  such  as  are  required  to 
match  the  neighbouring  pavement.  They  are  of  new  granite  or 
of  new  whinstone  rock,  from  Westfield,  Drumbowie,  or  Barnton 
quarries.  They  are  laid  dry,  hard  to  hard,  or  in  contact,  and 
grouted  with  a  mixture  of  equal  parts  of  Portland  cement  and 
^-inch  Fisherrow  gravel,  and  finished  with  a  thin  coating  of  fine 
gravel.  For  the  purposes  of  measurement  the  width  of  pave¬ 
ment  for  a  single  line  of  way  is  taken  at  7  feet  4  inches ;  and 
for  a  double  line  15  feet  8  inches,  exclusive  of  the  width  of  the 
rails. 

The  tramway  was  maintained  by  the  contractor  in  good  order 
for  twelve  months  after  the  date  of  completion.  The  manufac¬ 
turer  of  the  rails  was  to  take  back  and  allow  a  deduction  for  any 
rails  failing  within  two  years  from  the  date  of  manufacture.  Pay¬ 
ments,  subject  to  deductions  for  penalties  or  damages,  were  to  be 
made  monthly  to  the  extent  of  90  per  cent,  of  the  value  of  the 
work  done.  The  balance  was  to  be  paid  at  the  end  of  six  months 
after  the  date  of  completion. 

The  contract  prices  for  work  done  in  the  construction  of  the 
Portobello  section  in  1874 — 75,  were  as  follows,  together  with  the 
schedule  of  prices  for  alterations,  additions,  deductions,  or  extra 
work  : — 


220 


CONSTRUCTION  OF  TRAMWAYS. 


Edinburgh  Street  Tramways — Cost  for  the  Construction 
OF  THE  PORTOBELLO  SECTION,  1874— 75. 

From  end  of  existing  lines  to  East  end  of  TVaterloo  Place. 

Lifting  and  laying  aside  present  causeway,  dress¬ 
ing  surface  of  same;  providing  and  laying 
bed  of  concrete ;  all  materials  for  permanent 
way  ;  new  granite  causeway  blocks,  grouted  with 
cement,  and  coated  with  fine  gravel,  and  finish¬ 
ing  tramways  complete,  as  specified  — 

Double  line,  27  lineal  yards  .  .  .  @  162  o  o 

Single  line,  130  ,,  ...  ,,^3  390  0  o 


From  East  end  of  Waterloo  Place  to  Portobello. 


Excavatingmacadam,anddressing  surface  of  same ; 
providing  and  laying  bottom  bed  of  concrete,  all 
materials  for  permanent  .way ;  new  whinstone 
causeway  blocks,  grouted  with  cement,  and 
coated  with  fine  gravel,  and  finishing  tramways 
complete,  as  specified — ■ 

Double  line,  633  lineal  yards  .  .  .  @  5s. 

Single  line,  5,070  ,,  .  .  @  £2  12s.  6d. 

Providing  and  laying  complete,  points  and  cross¬ 
ings  for  17  single  line  junctions,  including  extra 
for  laying  permanent  way  .  .  .  @  £20 

Restoring  gas  and  water  pipes  interfered  with,  or 
other  works  injured,  and  lighting,  watching,  and 
temporary  fencing  ...... 

Preparing  estimates,  schedules  of  prices,  &c.,  @  i 
per  cent.  ........ 


3>323  5  o 
13,302  15  o 


340  o  o 


175  o  o 


Total  cost  .......  i7>699  o  o 


Maintaining  the  whole  of  the  works  for  twelve 

months  after  being  opened  for  traffic  .  .  .  250  o  o 


Total  cost,  including  one  year’s  maintenance  ;^i7,949  0  o 


EDINBURGH  STREET  TRAMWAYS. 


22  1 


Edinburgh  Street  Tramways  {continued). 


The  costs,  not  including  points  and  crossings,  may 
be  abstracted  as  follows — 


£ 

S, 

d. 

£ 

660  yards 

of  double  line 

3485 

5 

0  or 

9,294  per  mile. 

5,200  „ 

of  single  ,, 

13,698 

15 

0  ,, 

4>637  ,, 

5,860  „ 

(3*33 

17,184 

0 

0  ,, 

5,160  ,, 

6,520  ,, 

(37®  >>  )  (Equivalent 

length 

of 

single 

line,  cost 

•  •  •  • 

•  • 

•  • 

4.644 

Schedule  of  Prices. 


Excavating  macadam  to  the  depth  re¬ 
quired  for  causeway  and  concrete,  and 
dressing  surface  ..... 

Excavating  the  depth  required  for  con¬ 
crete,  where  present  causeway  is  to  be 
lifted  ....... 

Dressing  and  clearing  surface  of  concrete 
where  the  existing  concrete  bed  is 
allowed  to  remain  .... 

Providing  and  laying  new  bottom  bed  of 
lime  concrete,  6  inches  thick,  as  speci¬ 
fied  ....... 

Do.,  do.,  substituting  cement  for  Arden 
lime  ....... 

Providing  and  laying  fine  bed  of  cement 
concrete,  from  2  to  3  inches  thick,  as 
specified  to  be  under  sleepers 

Do.,  do.,  substituting  Arden  lime  for 
cement  ...... 

Cement  grouting  as  specified  . 

Grouting  with  Arden  lime  .  .  . 

Lifting  and  laying  aside  present  cause¬ 
way  blocks  ...... 

Lifting  present  causeway  blocks,  dressing 
and  relaying  them,  including  grouting 
with  cement,  and  coating  of  fine  gravel 
as  specified  ...... 


£  d, 

0  2  0  per  square  yard. 

010 

010 

030 

036 

010  per  lineal  yard. 
009 

016  per  square  yard. 

013 


22  2 


CONSTRUCTION  OF  TRAMWAYS, 


Schedule  of  Prices  {co7itimied). 


Providing  and  laying  new  granite  blocks, 
including  grouting  with  cement,  and 
coating  of  fine  gravel  as  specified 
Providing  and  laying  new  whinstone 
blocks,  including  grouting  with  cement 
and  coating  of  fine  gravel  as  specified  . 
Wrought-iron  tramway  rails  as  specified  . 
Cast-iron  chairs  for  ends  of  sleepers 
Bar-iron  tie-rods,  2  x  f  inch  . 

Bolts  and  nuts  for  fixing  rails  to  sleepers 
Ordinary  bolts  and  nuts  .... 

Fish-plates . 

Longitudinal  sleepers  as  specified  . 
Providing,  laying,  and  fixing  complete, 
rails,  sleepers,  chairs,  tie-rods,  bolts, 
&c.,  as  specified,  single  line 
Do.,  do.,  but  assuming  rails  to  be  pro¬ 
vided  by  the  Company  .... 
Providing  and  laying  chilled  cast-iron 

point  rails . 

Do.,  do.,  with  moveable  point  . 

Do.,  do.,  crossings  .  .  .  .  . 

Extra  price  for  laying  in  junctions  from 
crossing  to  point,  single  line  . 

Do.,  do.,  cross-over  roads,  from  point  to 
point,  single  line . 


C  s.  d. 

O  13  0 


0  12  0 
10  0  0 
076 
o  14  O 
003 
O  o  31 
o  14  o 
006 


10  0 

0  10  0 


500 

600 

500 

036 


O  3 


per  square  yard. 


>> 

per  ton. 
per  cwt, 

per  lb. 

per  cwt. 

per  lineal  foot. 

,,  yard. 

>  J 

each. 

y  y 

per  lineal  yard 


6 


•)y 


ED IX BURGH  STREET  TRAMWAYS. 


223 


Quantities  per  Mile,  Single  Line,  8  feet  wide,  and 
Costs  as  per  Schedule  Rates. 


Work  and  Materials. 

Quantities. 

Rate. 

Amount. 

square  yards. 

s. 

d. 

Excavating  macadam  and 
dressing  surface  of  same 
Concrete  bed,  6  inches 

4,693 

2S. 

469 

6 

0 

thick  .... 

4,693 

3s- 

703 

19 

0 

tons  cvvLS.  lbs. 

Rails,  52  lbs.  per  yard 

80  0  0 

_;;^io  per  ton 

820 

0 

0 

Bolts  and  nuts  for  rails  . 

530 

3d.  per  lb. 

144 

4 

0 

Tie-rods  .... 

700 

^14  per  ton 

98 

0 

0 

Bolts  and  nuts  for  tie-rods 

070 

3Ad.  per  lb. 

1 1 

8 

8 

Chairs  .... 

2  13  0 

7s.  6d.  per  cwt. 

19 

17 

6 

Fish-plates 

I  12  0 

lineal  feet 

14s.  per  cwt. 

22 

8 

0 

Sleepers  .... 

_  10,560 

lineal  3'ards 

6d. 

264 

0 

0 

Cement  for  sleepers 

Whinstone  causeway  and 

5,520 

square  yards 

is. 

176 

0 

0 

grouting 

4,520 

I2S. 

2,712 

0 

0 

Total  cost  per  mile 

single  line 

•  • 

5,441 

3 

1 

2  1 

The  amount  of  cost  per  mile,  thus  estimated  from  the  schedule 
rates,  is  greater  than  the  actual  amount  per  mile,  already  stated, 
according  to  the  contract.  The  difference  is  accounted  for,  partly 
by  the  fact  of  a  reduction  having  been  made  on  the  amount  first 
made  out ;  and  partly  by  the  raising  of  the  level  of  the  road  when 
the  tramway  was  laid,  as  a  consequence  of  which  the  depth  and 
quantity  of  the  excavation,  as  well  as  those  of  the  foundation  of 
concrete,  was  generally  less  than  the  normal  amounts  as  specified. 

The  renewal  of  the  original  ways  was  commenced  in  1879,  when 
Mr.  Macrae  substituted  a  solid  steel  girder  rail  on  concrete  for 
the  older  rail,  shown  in  Fig.  72.  The  bed  of  concrete,  laid  for 
the  whole  width,  6  inches  deep,  was  composed  of  5  measures  of 
broken  whinstone,  in  pieces  weighing  from  2  ounces  to  5  ounces, 
3  measures  of  fine  screened  Fisherrow  gravel,  and  2  measures  of 


224 


CONSTRUCTION  OF  TRAMWAYS. 


best  Portland  cement.  On  this  bed  is  laid  a  thinner  stratum, 
2  inches  thick,  of  fine  concrete,  composed  of  3  parts  of  whinstone 
or  Fisherrow  gravel,  passed  through  a  il-inch  sieve,  to  i  part  of 
Portland  cement.  The  rails  were  imbedded  in  this  stratum  while 
it  was  moist.  They  are  of  Bessemer  steel,  weighing  106  lbs.  per 
yard,  8  inches  in  height.  The  flange  base  is  7  inches  wide.  The 
width  of  the  tread  is  i|  inches,  of  the  groove  iiV  inches,  and  the 


guard  flange  fk  inch,  making  together  about  3  inches.  The 
rails  are  fixed  at  the  joints,  and  the  sides  of  each  rail  are  filled  up 
flush  with  fine  concrete.  The  paving,  of  best  granite,  is  7  inches 
deep,  and  from  3  inches  to  3^  inches  wide ;  the  sets  are  laid  on 
the  bed  of  moist  concrete,  hard  to  hard,”  and  grouted  with 
bitumen,  or  with  Portland  cement  and  4  ii^ch  Fisherrow  gravel, 
mixed  in  the  proportion  of  i  to  2. 


Quantities  and  Costs  per  Mile,  Single  Line,  of  the 
Girder  Railway,  Macrae’s  System — Edinburgh 
Street  Tramways,  1879. 


Lifting  old  causeway  and  carting  it  away, 

4,693  sup.  yards  .  .  .  .  .  @  6d. 

Excavating  foundation  for  concrete  bed, 

depth  8  inches,  4,693  sup.  yards  .  .  ,,  5d. 

Providing  and  laying  concrete,  6  inches 

deep,  4,693  sup.  yards  .  .  .  .  2s.  lod. 

Providing  and  laying  bed  of  moist  con¬ 
crete,  for  bedding  paving  stones  and 
tramway  rails,  2  inches  deep,  4,693  sup. 
yards . .  is.  2d. 


£  s,  d, 

1 17  6  6 

97  15  5 
664  16  10 


273  15  2 


Carried  forward  ;^Li53  13  n 


EDINBURGH  AND  ABERDEEN  TRAMirAVS. 


225 


Q 


Figs.  73  and  74.  Edinburgh  and  Aberdeen  Tramways  : — Plan  and  Cross  Section  of  Double  Line  of  Way. 

Scale  g-Q. 


226 


CONSTRUCTION  OF  TRAM IV AYS. 


Quantities  and  Costs  [continued). 


Brought  forward 


Providing  and  laying  new  granite  cause¬ 
way,  and  grouting  with  bitumen  4,400 
sup.  yards  ...... 

Rails,  106  lbs.  per  yard,  166^  tons 
Fish-plates,  6  tons  .  .  .  .  . 

Bolts  and  nuts,  J  ton .  .  .  .  . 

Laying  rails,  1,760  yards  .  .  .  . 


@  los.  5d. 

..;^20 

,,  IS. 


£  s.  d. 

^Li53  13  II 


2,291  13  4 

1,665  ^  ^ 

60  o  o 
1000 
88  o  o 


Total 


£5>26S  7  3 


Recently,  a  system  of  pavement,  Figs.  73  and  74  (Livesey’s  patent), 
has  been  adopted,  in  which  chilled  cast-iron  sets  alternating  with 
stone  sets  are  laid  alongside  the  rails,  inside  and  outside.  On  this 
system,  the  wear  of  the  surface  is  rendered  more  nearly  uniform, 
and  the  tendency  to  wear  into  ruts  is  successfully  counteracted. 
The  same  system  has  been  adopted  in  the  Aberdeen  tramways,  in 
which  the  way,  complete,  with  chilled  block  paving,  double  line, 
cost  £^4.  6s.  per  lineal  yard.  The  suburban  way,  single  line, 
without  chilled  blocks,  cost  £i  9s.  rod.  per  yard. 


[chapters  XV.  TO  XXIV.  DEAL  WITH  VARIOUS  WAYS 
HAVING  METAL  SUBSTRUCTURE.] 


CHAPTER  XV. 

KINCAIUS  IRON  WAY, 

Mr.  Joseph  Kincaid  secured  his  first  patent  in  March,  1872, 
for  his  system,  in  the  forms  illustrated  by  Figs.  75  to  77  ;  of 


which  Figs.  75  and  76  show  rails  of  the  ordinary  construction  at 
that  period,  supported  at  suitable  distances  apart  upon  supports 
formed  with  a  flat  base,  and  having  an  open  space  in  the  centre. 

Q  2 


228 


CONSTRUCTION  OF  TRAMWAYS. 


From  the  base,  the  support  for  the  rail  rises,  having  an  open 
space  or  passage  through  it,  in  order  that  the  concrete,  in  which 
the  support  is  embedded,  may  enclose  and  surround  it,  so  that 
it  may  be  solidly  embedded  therein.  The  rail  was  fixed  to  the 


Fig.  76.  Kincaid’s  Iron  Way,  as  patented. 


chair  by  a  vertical  spike  through  the  groove,  driven  into  a  hard¬ 
wood  plug,  which  was  previously  forced  into  a  round  hole  in  the 
top  of  the  stool  or  support.  As  an  alternative  method  of  attach¬ 
ment,  the  rail  might  be  fixed  to  the  stool  by  side-fastenings 


Fig.  77.  Kincaid’s  Iron  Way,  as  patented. 


c:)nsisting  of  spikes  driven  through  holes  in  lateral  flanges  of  the 
rail,  made  sufficiently  deep,  into  plugs  embedded  horizontally  in 
the  head  of  the  stool. 

Mr.  Kincaid  showed  also  a  method  of  fixing  rails  of  T  section. 
Fig.  77,  consisting  of  an  upper  table,  with  a  vertical  flange  or 


KING  A  ID'' S  IRON  WAY. 


22i) 

web,  which  was  let  into  a  slot  in  the  head  of  the  stool  and  fixed 
there  by  a  horizontal  taper  cotter. 

His  first  experiment  was  made  on  the  Headingley  branch  of 
the  Leeds  Tramways,  a  quarter  of  a  mile  in  length,  which  was 
laid  with  the  rail,  47^  lbs.  per  yard,  fixed  to  cast-iron  stools  at 
3 -feet  centres. 

In  the  design  of  the  first  portion  of  the  Sheffield  Tramways — • 
the  line  to  Attercliffe — which  was  opened  in  October,  1873,  on 
his  iron  system,  Mr.  Kincaid  employed  a  rail  weighing  50  lbs.  per 
yard.  It  had  2^  lbs.  per  yard  more  metal  than  the  experimental 
rail  at  Leeds,  and  was  of  a  much  better  section,  having  lateral 
flanges  inches  deep.  Supported  on  cast-iron  bearings  3  feet 
apart,  the  rail  was  found  to  be  sufficiently  strong  and  stiff.  The 
paving,  5  inches  deep,  was  laid  on  a  bed  of  ashes  3  inches  deep, 
and  was  grouted  with  an  asphalted  composition,  pitch  and  tar. 
In  excavating  for  the  work,  the  ground  was  first  removed  to  a 
uniform  depth  of  8  inches  for  the  whole  width  of  the  way,  and 
holes  were  dug  to  receive  the  foundations  of  concrete,  and  the 
stools  for  supporting  the  rails.  The  groove  of  the  rail,  it  may 
be  remarked,  w'as,  by  superior  order,  made  only  i  inch  wide  at 
the  surface.  It  proved  to  be  too  narrow,  and  it  bound  the  car- 
wheels  on  sharp  curves. 

The  Dewsbury,  Batley,  and  Birstal  Tramway,  for  which  Mr. 
Malcolm  Paterson  and  Mr.  Gomersell,  successively,  were  engineers, 
constructed  in  1872 — 75,  was  laid  on  Mr.  Kincaid’s  system, 
according  to  his  patent  of  1872.  The  total  length  of  the  line 
— single  line — is  3*325  miles,  opened  in  sections  successively  as 
follows : — 


Dewsbury  to  Batley 

Batley  to  Carlinghow 
Carlinghow  to  Birstal 

Miles. 

1-325  July  25th,  1874. 

I  March  25th,  1875. 

I  June  23rd,  1875. 

3'325 

There  were  ten  sidings,  eight  of  which  were  66  yards  long,  and  two 
were  55  yards  long.  The  line  is  on  an  easy  gradient  of  about  one 


230 


CONSTRUCTION  OF  TRAMWAYS. 


in  two  hundred,  falling  all  the  way,  with  slight  exceptions,  from 
Birstal  to  Dewsbury. 

The  rails  are  of  wrought  iron,  and  weigh  41  lbs.  per  yard. 
They  are  inches  wide  and  2  inches  deep,  and  are  carried  on 
chairs  3  feet  apart  between  centres,  to  which  they  are  secured  by 
vertical  spikes  to  the  bottom  of  the  groove.  The  chairs  were  laid  in 
concrete,  run  in  with  pitch,  and  the  rails  were  packed  underneath 
with  a  concrete  composed  of  small  broken  stone  and  pitch. 

The  paving  consisted  of  Dalbeattie  granite  sets,  of  which  those 
laid  between  the  rails  were  4-inch  cubes,  and  those  laid  in  the 
18-inch  breadths  outside  were  6  inches  deep.  They  were  grouted 
with  pitch.  The  paving  was  laid  on  a  foundation  consisting  of  a 
2-inch  layer  of  broken  stone,  covered  with  a  4-inch  layer  of  ashes. 

The  cost  of  construction  of  the  first  2^  miles  from  Dewsbury, 
through  Batley,  to  Carlinghow,  in  a  paved  road,  amounted  to 
p^4,6oo  per  mile ;  whilst  the  last  mile,  from  Carlinghow  to  Birstal, 
in  a  macadam  road,  was  constructed  with  paving  complete  for 
^4,000. 

Mr.  Kincaid,  in  his  second  patent,  of  January,  1876,  introduced 
several  improvements  in  the  details  of  his  iron  system  of  tramway. 
He  widened  the  body  of  the  stool,  or  chair,  to  the  same  breadth 
as  the  rail,  flush  with  it  vertically,  and  thus  widened  the  bearing 
for  the  rail  by  taking  in  the  flanges,  and  presented  an  even 
surface  as  an  abutment  for  the  paving  sets.  He  employed  a  rail 
like  that  of  the  Dewsbury  line,  hollowed  out  under  the  tread,  and 
formed  the  head  of  the  chair  to  fit  into  and  take  a  bearing  in  the 
hollow.  For  the  vertical  plugs  and  spikes  he  substituted  hori¬ 
zontal  plugs  in  the  chairs,  with  staples  as  side  fastenings  for 
binding  the  rail  to  the  chair. 

One  of  the  later  applications  of  Mr.  Kincaid’s  system  of  way  is 
illustrated  by  Figs.  78  and  79,  exhibiting  the  construction  of  the 
Bristol  tramways,  laid  in  1876.  The  Hull  Street  Tramways  were 
constructed  on  the  same  system  in  the  same  year ;  the  Leicester 
tramways  in  1874  ;  also,  the  more  lately  constructed  sections  of 
the  Leeds  tramways  and  the  Sheffield  tramways  in  the  years 
1876 — 77. 


KINCAID'S  IRON  WAY. 


231 


The  gauge  of  these  lines  is  4  feet  8^  inches.  The  Bristol 
tramways  are  made  in  single  line,  i  mile  1,452  yards  in  length, 
with  maximum  gradients  of  i  in  17.  The  roadway,  which  was  of 
macadam,  was  excavated  for  a  width  of  8  feet  for  a  uniform  depth 
of  8  inches;  and  holes  for  the  foundation  of  the  chairs,  3  feet 
apart  between  the  centres,  were  excavated  to  a  depth  of  15  inches 
below  the  surface  of  the  road,  18  inches  wide  and  16  inches  long. 
The  concrete  employed  was  of  the  following  composition  : — 

Parts. 

Clean  sharp  gravel  or  broken  stone  to  a  i-inch  ring-gauge  3 
Sand  ...........  2 

Fresh  burned  Aberthaw  lime  ......  i 

6 

The  holes  were  filled  with  concrete  to  a  total  depth  of  8  inches. 


Fig.  78.  Biistol  Tramways  :  Section  Figs.  79.  Bristol  Tramways  :  Rail 
of  Rail.  Scale  Fastenings.  Scale  i. 


in  which  the  soles  of  the  chairs  were  embedded  to  a  depth  of 
3  inches  below  the  upper  surface  of  the  concrete.  Concrete  was 
also  applied  under  each  of  the  rails  for  its  whole  width,  between 
the  chairs,  in  some  measure  affording  bearing  surface,  but 
designedly  to  occupy  the  space  under  the  rail  and  keep  it  free 
from  water. 

The  rails  were  of  wrought  iron,  rolled  from  a  single  ingot  of  best 
malleable  No.  2  mine  iron,  weighing  43  lbs.  per  yard,  with  a 
margin  of  from  42  lbs.  to  44  lbs.,  in  lengths  of  24  feet ;  except  5  per 
cent,  of  the  whole  number,  which  were  to  be  of  shorter  lengths. 


232 


CONSTRUCTION  OF  TRAMWAYS, 


The  rails  were  3^  inches  wide,  and  xg-  inch  thick  under  the  tread 
and  under  the  groove  ;  they  are  formed  with  two  flanges,  one  at 
each  side,  21V  inches  deep,  slightly  taper  in  thickness,  -r€  inch 
thick  at  the  lower  edges.  The  tread  of  the  rail  is  if  inch  wide, 
the  groove  is  if  inches  wide,  and  the  outer  border  is  f  inch  thick 
at  the  edge  and  corrugated.  The  groove  is  taper  in  section  and 
the  slope  mostly  towards  the  outside.  The  tread  of  the  rail  is 
flat,  but  is  slightly  inclined  upwards,  to  the  extent  of  iV-inch  rise, 
towards  the  centre  of  the  rail.  With  such  a  formation,  the  contact 
of  the  car-wheels  with  the  tread  is  concentrated  at  the  inner 
edge  of  the  tread ;  the  load  is,  in  consequence,  fairly  delivered  on 
the  rail  at  the  middle  of  its  width,  and  undue  twisting  action  or 
deflection  by  side  loading  is  obviated :  a  point  of  special  impor¬ 
tance  for  the  stability  of  a  suspended  rail. 

The  chairs,  of  cast  iron,  have  rectangular  bases,  14  inches  wide, 
12  inches  long,  and  f  inch  thick,  at  a  level  10  inches  below  the 
surface  of  the  rails.  They  are,  like  the  rails,  3^  inches  wide  at  the 
head ;  and  they  give  a  bearing  to  the  rails  of  3f  inches  at  inter¬ 
mediate  points,  and  7  inches  long  at  the  joints.  They  are  placed 
3  feet  apart  between  centres.  The  rails  are  fastened  to  the  chairs 
by  staples  at  each  side,  made  of  half-round  bar-iron,  best  Stafford¬ 
shire,  which  engage  into  holes  punched  in  the  rails,  and  are  driven 
into  hard-wood  plugs,  which  are  forced  into  holes  at  the  heads  of 
the  chairs.  There  are  two  staples  at  each  end  of  the  rails,  at 
each  side,  to  make  the  joints  ;  and,  for  a  24-foot  rail,  there  are 
eleven  staples  at  each  side,  or  twenty-two  in  all.  The  plug  holes 
in  the  chairs  are  slightly  taper  ;  at  the  larger  ends  they  are 
if  inches  in  diameter  for  the  joint  chairs,  and  if  inches  inter¬ 
mediately. 

The  points  and  crossings  are  of  cast  iron,  with  wrought-iron 
tongues.  The  upper  surfaces  were  file-dressed.  There  are  three 
cast-iron  chairs  to  each  point,  and  two  to  each  crossing. 

All  the  castings  are  of  No.  i  strong  grey  iron. 

The  paving  consists  of  granite  sets,  5  inches  deep,  laid,  for  the 
extreme  width  of  8  feet,  on  a  bed  of  gravel  3  inches  thick,  spread 
on  the  bottom  of  the  excavation.  The  paving  was  grouted  with  a 


KINCAID'S  IRON  WAY. 


2*^  “S 
00 

liquid  mortar,  containing  six  parts  of  fine  sand,  to  one  part  of 
fresh  burnt  lime  ;  it  was  rammed  before  the  grouting  had  set,  and 
was  again  grouted. 


Actual  Cost  of  the  Bristol  Tramways  (Kincaid’s  Way) 


PER  Mile,  Single  Line,  1876. 

C  s.  d. 

Rolled  iron  rails,  43  lbs.  per  yard,  68  tons  @7100 
Cast-iron  chairs,  royalty  included,  79  tons  ,,612  9 

4,000  wood  plugs,  per  1,000  .  .  .  ,,  4  10  o 

9,700  wrought-iron  staples,  each  .  .,,002 

Laying  the  way,  including  excavation  and 

concrete,  per  lineal  yard  .  .  .,,070 


£  s.  d. 

510  O  O 

524  7  3 
1800 
80  16  8 

616  o  o 


Total  cost  of  way 


L749  3 


Providing  and  laying  granite  pavement, 
including  gravel  bed  and  grouting,  4,400 

square  yards  .  .  .  .  .  .  ,,  0  12  o  2,640  o  o 

4  o 


The  work  was  maintained  in  good  order  for  six  months  after  it 
was  completed  and  the  line  opened  for  traffic.  Payments  were 
made  monthly,  less  10  per  cent.,  which  was  kept  in  reserve  until 
the  contract  was  completed. 


Leicester  Tramways. 

In  addition  to  the  tramways,  4*44  miles  in  length,  constructed 
in  1874,  the  Leicester  Tramways  Company  (October,  1877)  con¬ 
tracted  for  the  construction  of  5  miles  additional  length  of  tram¬ 
way,  on  Mr.  Kincaid’s  system.  The  rails  were  of  Siemens  steel, 
weighing  47  lbs.  per  yard.  The  staples  were  of  Lowmoor  iron. 
The  following  are  particulars  of  the  contract : — 


234 


CONSTRUCTION  OF  TRAMWAYS. 


Cost  of  New  Line  of  the  Leicester  Tramways  (Kincaid's 


Way)  per  Mile,  Single  Line. 

C  is..  £ 

Rolled  Siemens’  steel  rails,  47  lbs.  per 
yard,  74  tons,  delivered  .  .  .  .@876  620 

75  tons  Kincaid’s  cast-iron  chairs  .  .  ,,  3  18  6  294 

Lowmoor  iron  fastenings  or  staples  and 

plugs  .......  ..  100 

Five  pairs  of  cast  steel  points  ...  . .  50 

Laying  the  way,  including  excavation  for 
paving,  as  well  as  for  the  way  and  con¬ 
crete,  per  lineal  yard  .  .  .  .,,051  450 


Total  cost  ......  1*514 


Providing  and  laying  Leicestershire  granite 
paving,  8  feet  wide,  as  follows  :  Sets,  6 
inches  by  4  inches  outside  the  rails,  and 
one  course  next  the  rails  inside  ;  “  Ran- 
don  granite,”  not  less  than  4  inches  deep 
and  4  inches  cube,  over  the  remaining 


surface,  per  lineal  yard,  say  .  .  .,,064  1.300 

Total  cost  for  way  and  paving  .  .  .  2,814 

Add,  for  engineering  and  legal  charges  .  186 

Total  per  mile,  single  line  .  .  .  3,ooo 


Salford  Corporation  Tramways. 

A  more  recent  development  of  Mr.  Kincaid’s  system,  as  exem¬ 
plified  in  the  Salford  Tramways,  lately  constructed  to  the  plans 
of  Mr.  Alfred  M.  Fowler,  the  borough  engineer  and  surveyor,  are 
illustrated  by  Figs.  80,  81,82.  The  tramways  consist  of  two  lines,  a 
double  line,  from  Albert  Bridge  to  Pack  Horse  Inn,  i  mile  1,437 
yards  long,  and  a  single  line,  in  Bury  New  Road,  between  the 
Kensal  Toll  Bar  and  Grove  Inn,  i  mile  479  yards  long.  The 
roadways  were  partly  paved  and  partly  macadamised. 

The  rails  are  laid  to  a  gauge  of  4  feet  8^  inches,  with  an  inter- 


KINCAID'S  IRON  IV AY. 


235 


space  of  4  feet  between  the  two  lines  of  the  double  way.  The 
total  width  for  a  double  way,  including  the  18-inch  breadth  at 
each  side  is  17  feet,  constituted  as  follows;  — 


4  feet  8A  inches  x  2  =  . 

Ft. 

9 

In 

5 

Interspace  ...... 

4 

0 

18  inches  x  2  =  . 

0 

0 

Four  half  breadths  of  rail  (if  x  4)  = 

0 

7 

17 

0 

For  a  single  line  the  total  width  is  8  feet. 


The  pavement  is  lifted,  or  the  macadam  is  excavated,  for  a 
uniform  depth  of  8  inches,  for  the  whole  width  of  1 7  feet  for  a 
double  line,  or  for  8  feet  for  a  single  line.  Holes  for  the  founda¬ 
tions  of  the  chairs  are  excavated  at  3  feet  apart  between  centres, 
to  a  depth  of  15  inches  below  the  surface,  or  level  of  the  rails ; 
they  are  18  inches  long  and  20  inches  wide  at  the  bottom. 

The  concrete  is  composed  as  follows,  thoroughly  mixed  as 
required,  on  a  wooden  platform,  and  used  fresh : — 


CONSTRUCTION  OF  TRAMWAYS, 


236 

Measures. 

Clean  sharp  gravel,  broken  stone,  or  macadam,  to 
a  I -inch  ring-gauge  ......  4 

Best  Portland  cement  ......  i 

5 

The  holes  excavated  for  the  foundations  of  the  chairs  are  filled 
with  concrete  in  which  the  chairs  are  properly  bedded  and 
levelled  ;  the  concrete  is  rammed  underneath  and  around  each 
chair.  Each  block  of  concrete  is  20  inches  by  18  inches,  by 
8  inches  deep,  and  the  underside  of  the  sole  of  the  chair  is  sunk 


Fig.  82.  Salford  Corporation  Tram¬ 
ways  : — Section  of  Rail.  Scale 


to  a  level  of  ifr  inches  below  the  upper  side  of  the  block.  The 
space  under  the  rails  between  the  chairs  is  filled  with  concrete,  by 
enclosing  the  space  at  one  side  of  the  rail,  and  ramming  in  the 
concrete  with  wooden  beaters  from  the  other  side. 

The  chairs  stand  at  a  level  8§  inches  below  the  surface  of  the 
rails,  measured  to  the  underside  of  the  chair.  The  sole  has  an 
average  thickness  of  i  inch,  the  sides  have  a  minimum  thickness 
of  f  inch  ;  the  neck  of  the  intermediate  chair  is  3F  inches  square, 
whilst  the  head,  which  takes  the  rail,  is  slightly  taper,  and  2^ 
inches  wide.  The  head  is  fiat  on  the  top,  and  receives  the  rail 
with  a  fiat  bearing.  The  intermediate  chairs  weigh  about  48  lbs. 
each,  and  the  joint  chairs  68  lbs.  each.  The  plug-holes  in  the 


A'/XCA/D'S  IRON  WAY. 


237 


heads  of  the  chairs  are  taper,  i  inch  in  diameter  at  the  larger 
end,  filled  with  ash  plugs. 

The  rails,  of  iron,  were  rolled  from  piles  composed  of  selected 
puddle  bars,  made  from  refined  mine  or  pig  iron,  granular  above, 
fibrous  below,  to  weigh  50  lbs.  per  yard,  and  to  be  rolled  to 
lengths  of  24  feet.  Five  per  cent,  of  the  whole  number  of  rails 
were  rolled  as  shorter  lengths,  not  less  than  12  feet  long.  Rails 
weighing  less  than  50  lbs.  or  more  than  52  lbs.  were  to  be  rejected, 
'bhe  rails  are  3^  inches  wide  and  have  2%  inches  of  total  depth, 
with  a  maximum  thickness  of  if  inches.  The  tread  or  rolling 
surface  is  if  inches  wide;  the  groove  is  if  inches  wide  and 
i  inch  deep ;  and  the  outer  edge  is  F  inch  Avide  at  the  surface, 
deeply  corrugated  at  the  rate  of  14  corrugations  per  foot  of  length. 
The  surface  of  the  tread  is  flat  and  inclined,  so  that  at  the  centre 
of  the  rail  it  is  f  inch  higher  than  at  the  side.  It  is  thus  insured, 
as  was  remarked  of  Mr.  Kincaid’s  Bristol  rail,  that  car-wheels 
should  take  their  bearing  on  the  middle  or  centre  line  of  the  rail. 

In  each  24-foot  rail  18  holes  are  drilled  in  pairs  at  3  feet  dis¬ 
tances  apart,  through  which  the  rails  are  fastened  to  the  chairs  by 
f-iuch  round  wrought-iron  spikes,  2f  inches  long  from  the  head, 
taper  for  part  of  their  length.  The  spikes  were  of  the  very  best 
quality  and  workmanship  capable  of  being  bent  cold  to  form  a 
right  angle  without  fracture  or  flaAv.  The  rails  and  chairs  Avere 
pressed  together  by  means  of  a  screAv  clamp  Avhile  the  spikes 
Avere  being  driven  ;  and  the  spikes  Avere  in  such  a  position,  near 
the  upper  part  of  the  plug-holes,  and  Avere  so  driA^en  that,  by  their 
action,  the  rail  Avas  brought  Avell  home  to  the  top  of  the  chair. 
Here  the  staple  usually  employed  has  been  replaced  by  a  direct 
acting  spike,  according  to  one  of  the  forms  described  m  Mr. 
Kincaid’s  patent  of  1876.  The  heads  of  the  spikes  are  I  inch 
thick,  and  they  project  by  so  much  from  the  sides  of  the  chairs, 
Avhich  otherAvise,  Avith  the  rails,  present  flat  abutments  for  the 
paving  sets. 

The  points  are  8  feet  long,  they  are  of  cast  iron,  annealed  cast 
steel,  or  of  Vickers’  forged  steel.  The  crossings  are  made  by 
cleanly  cutting  ordinary  rails  to  the  required  angles  so  as  to  fit 


238  CONSTRUCTION  OF  TRAMWAYS. 

truly  to  the  sides  of  the  rails  of  the  main  road  to  be  crossed.  The 
adjoining  flanges  at  the  junction  are  bolted  together  with  ^-inch 
bolts. 

The  paving  consists  of  granite  sets  6  inches  deep,  laid  on  a  bed 
of  sand  2  inches  thick. 

The  whole  of  the  work  was  maintained  for  twelve  months  after 
completion,  except  the  rails,  which  were  maintained  for  two  years. 

The  cost  of  the  work,  excluding  paving,  was  ^1,925  per  mile, 
single  line. 

Mr.  Kincaid’s  later  system  of  way.  Figs.  83  and  84,  laid  in 
Bristol,  was  an  advance  upon  his  earlier  practice — providing  a 


wide  foundation  of  concrete,  and  chairs  and  sleepers  with  a  long 
base.  This  system,  as  here  shown,  was  laid  for  lengths  of  a  mile 
and  a  half,  taken  together,  on  the  more  lately  constructed  part  of 
the  Hotwells  line,  opened  June  24,  1880;  the  Bedminster  line, 
opened  November  17,  1880;  and  the  Horfield  line,  opened  a  day 
later,  on  the  i8th.  The  other  portions  of  these  lines  were  laid 
on  the  same  construction,  except  that  the  bases  of  the  chairs  were 
only  14  inches  long  and  12  inches  wide. 

The  rail  of  the  newer  ways,  Fig.  85,  is  of  steel,  weighing  50  lbs. 
per  yard,  formed  with  a  central  web  and  inclined  flanks,  to  take  a 
wedge-like  bearing  on  the  chairs.  The  groove  is  only  i  inch  wide 


KINCAID'S  IRON  WAY. 


239 


at  the  surface,  the  tread  is  i  |  inches  wide,  and  the  guard  flange 

1  inch  wide,  making  together  a  width  of  3^  inches.  The  total 
depth  of  the  rail  is  3!  inches,  and  the  web  is  f  inch  thick  at  the 
origin,  tapering  to  f  inch  thick  at  the  lower  edge. 

The  chairs  are  of  cast  iron,  of  which  the  joint  chairs  weigh 
76  lbs.  each,  and  the  intermediate  chairs  64  lbs.  each.  They  are 
7^  inches  in  height,  and  have  a  flat  base  10  inches  wide  by 

2  feet  10  inches  long.  They  are  placed  at  distances  apart  of 

3  feet  from  centre  to  centre,  and  are  therefore  only  2  inches 
clear  of  each  other  in  line,  making  a  bearing  on  the  foundation 
practically  continuous.  They  are  gathered  up  in  the  body  of  the 
intermediate  sleepers  to  a  head 
3^  inches  long — the  length  of 
bearing  for  the  rail — and  3^  inches 
wide,  the  same  as  the  width  of 
the  rail,  presenting  two  flat  ver¬ 
tical  flanks  to  the  paving  stones. 

The  heads  of  the  joint-chairs  are 
six  inches  in  length.  The  rails 
are  fastened  to  the  sleepers  by 
means  of  iron  cotters  passed 
through  the  web  of  the  rail, 
one  cotter  to  each  intermediate 
sleeper,  and  two  cotters  to  each 
joint-chair,  or  one  to  each  rail, 
with  longitudinal  clearance  in  the  chair  to  allow  for  expansion. 
The  joint-chairs  are  connected  transversely  by  wrought-iron  tie- 
bars,  if  X  f-  inch  thick,  passed  through  the  chairs,  and  screwed 
up  with  nuts  at  the  outsides. 

A  continuous  foundation  of  lias-lime  concrete,  6  inches  deep, 
is  provided,  laid  on  the  floor  of  the  excavation,  at  a  level  12  inches 
below  the  level  of  the  rails,  for  the  whole  width  of  the  way. 
Two  longitudinal  trenches  in  addition  are  excavated,  one  below 
each  rail,  2\  inches  deeper  than  the  general  excavation,  at  a  level 
14}  inches  below  the  surface  of  the  rails.  At  these  trenches  the 
concrete  stands  8}  inches  deep.  Over  the  concrete  a  bed  of 


Fig.  85.  Kincaid’s  Way,  Bristol. 
— Rail.  Scale  f . 


240 


CONSTRUCTION  OF  TRAMWAYS. 


gravel  is  laid,  inches  thick  when  spread,  and  beaten  down  to 
I  inch  when  the  sets  are  rammed.  The  paving  sets,  of  granite, 
are  5  inches  deep  and  4  inches  wide,  and  are  grouted  with  lias 
lime  and  clean  sharp  sand. 

Quantities  and  Costs  per  Mile,  Single  Line,  of  the 
Kincaid  Way,  Bristol  Tramways,  1880. 


£ 

s. 

d. 

s. 

d. 

Steel  rails,  50  lbs.  per  yard,  78^  tons 

@ 

/ 

10 

0 

588 

15 

0 

3,520  cast-iron  chairs,  103  tons 

)  ) 

5 

0 

0 

515 

0 

0 

4,000  wrought-iron  keys,  9^  cwt. 

>  y 

0 

T5 

0 

7 

2 

6 

220  wrought-iron  tie  rods  .... 
Excavation,  1,715  cubic  yards,  including 

y  ? 

0 

3 

6 

38 

10 

0 

carting  away  surplus  material  and  main¬ 
tenance  of  tramway  for  six  months 

j ) 

0 

2 

0 

171 

10 

0 

Lias  lime  concrete,  909  cubic  yards  . 

Bed  of  gravel,  inches  thick,  as  spread. 

) } 

0 

7 

6 

340 

17 

6 

200  cubic  yards  ..... 

Laying  the  way,  including  fencing,  watch- 

y  y 

0 

0 

20 

0 

0 

ing,  and  lighting,  1,760  lineal  yards 

y  y 

0 

I 

6 

132 

0 

0 

Total  for  the  way 

L823  15 

0 

Providing  and  laying  granite  paving  sets. 

including  rammdng  and  grouting,  and 
making  good  at  sides  of  paving,  4,^00 
square  yards  ...... 

y  y 

0 

10 

0 

2,200 

0 

0 

^4,023  15  o 


Kincaid’s  System,  Newcastle-upon-Tyne  Tramways,  1878. 

The  first  tramway  in  Newcastle-upon-Tyne  was  laid  on  Mr. 
Kincaid’s  system,  to  a  gauge  of  4  feet  8^  inches,  under  the  direc¬ 
tion  of  Mr.  A.  M.  Fowler,  the  borough  engineer,  similar  to  the 
first  ways  laid  by  him  at  Salford.  The  way  was  laid  early  in  1878 
for  a  length  of  five  miles,  of  which  about  three  miles  were  of 
double  line  and  the  remainder  of  single  line.  The  rails  weighed 
50  lbs.  per  yard,  and  are  of  the  same  section  as  those  of  the 
Salford  line.  The  cost  of  the  way  per  mile,  single  line,  amounted 
to  ;>^i,54o  per  mile,  in  which  were  included  the  cost  of  every¬ 
thing  except  providing  and  laying  down  pavement. 


KINCAID'S  IRON 


IVA  V. 


241 


Kincaid’s  System — Salford  Tramways,  1879—80. 

When  Mr.  A.  M.  Fowler  settled  the  details  of  Mr.  Kincaid’s 
way  for  the  Salford  Tramways,  the  principal  feature  on  which  he 
laid  stress  was  the  direct-acting  spike  for  fastening  the  rail  to  the 
sleepers,  two  of  which  were,  from  opposite  sides,  driven  into  a 
plug  of  ash  in  the  upper  part  of  the  chair  or  stool.  This  fasten- 


Figs.  86  and  87.  Kincai.l’s  Way,  Salford,  as  laid  by  Mr.  Jacob. — 
Rail  and  Chair — Sections.  Scale  J. 


ing  has  been  found,  according  to  the  report  of  Mr.  A.  Jacob,  to 
give  way  by  the  breaking  up  of  the  wooden  plugs  by  the  wedging 
of  the  spikes,  and  their  gradually  becoming  loose.  In  November, 
1879,  Jacob  introduced  a  method  of  fastening  in  which  a  pair 
of  soft  iron  cotters  were  substituted  for  the  wood  block  and  the 
spikes,  shown  in  Figs.  86  and  87  The  rails  are  punched  for  the 

R 


242 


CONSTRUCTION  OF  TRAMWAYS . 


cotters,  and  square  holes  are  very  truly  formed  in  the  chairs. 
The  lower  cotter  is  inserted  when  the  rail  is  placed  in  position, 
and  the  upper  cotter  is  driven  home,  so  that  the  rail  is  pinched 
tightly  down  to  the  chair.  When  the  cotters  have  been  tightly 
driven  in,  their  ends,  being  of  very  soft  iron,  are  easily  turned 
over,  one  upwards,  the  other  downwards.  A  small  allowance  for 
longitudinal  play  is  made  in  the  holes,  to  admit  of  free  expansion. 

Under  the  chairs  Mr.  Jacob  laid  a  continuous  bed  of  concrete, 
under  each  rail,  along  the  whole  line,  and  6  inches  deep,  in  which 
the  bases  of  the  chair  are  embedded.  A  good  support  is  thus 
provided  for  the  intermediate  paving  next  the  rails.  The  sets 
are  now  supported  by  the  concrete,  on  a  layer  of  cinders,  for  a 
depth  varying  according  to  the  height  of  the  sets.  In  the  illus¬ 
trations  5 -inch  sets  are  shown,  resting  on  a  cinder  bed  ij  inches 
thick. 

The  Welsh  sets  formerly  used  had  been  laid  f  inch  above  the 
level  of  the  rails,  to  make  allowance  for  wear.  But,  in  fact,  they 
did  not  wear  much  faster  than  the  rails ;  so  they  caused  great 
inconvenience  and  gave  rise  to  loud  complaints  of  damage  to 
wheeled  vehicles.  Scoriae  blocks,  made  from  blast  furnace  slag, 
were  substituted  for  the  Welsh  sets,  and  were  laid  next  the  rails, 
and  level  with  them.  They  wear  well  and  evenly,  worn  grooves 
were  obviated,  and  complaints  ceased. 

In  the  Kincaid  way,  recently  constructed  in  Salford,  Figs.  86  and 
87,  the  rails  were  of  iron,  faced  with  steel  to  take  the  wear,  rolled 
in  lengths  of  24  feet.  The  cost  was  not  much  increased  by  the 
facing,  and  the  duration  of  the  rails  was  expected  to  be  much 
augmented.  By  measurements  made  in  Salford,  Mr.  Jacob 
ascertained  that  where  the  traffic  on  the  old  rails  had  been  very 
heavy,  as  in  New  Bailey  Street,  iV  inch  in  thickness  had  been 
worn  off  the  tread  of  the  rails,  being  at  the  rate  of  '025,  or  Ar  inch 
per  year.  At  this  rate  he  estimated  a  life  of  19  or  20  years  for 
the  rails,  allowing  for  ^  inch  of  vertical  wear  before  the  rails 
required  to  be  renewed.  The  rails  were  of  box  pattern,  3^  inches 
wide  and  2%  inches  deep,  weighing  52  lbs.  per  yard.  The  tread 
is  inches  wide,  the  groove  inches,  and  the  guard  flange 


KINCAID'S  IRON  WAY, 


243 


^  inch  wide.  The  chairs  were  placed  3  feet  from  centre  to  centre. 
They  are  7^  inches  high,  the  soles  are  14  inches  square,  and  the 
length  of  bearing  for  the  rails  is  3  inches  for  the  intermediate 
chairs,  and  10  inches  for  the  joint  chairs.  The  joint  chairs  weigh 
54f  lbs.  each,  the  intermediate  chairs  45 ^  lbs.  each.  The  rails  are 
fastened  with  one  pair  of  cotters  to  the  intermediate  chairs,  and  with 
four  pairs,  two  to  each  rail,  to  the  joint  chairs.  The  cotters  were 
I  inch  wide.  The  chairs  were  hollowed,  and  were  solidly  packed 
with  concrete.  They  were  embedded  in  the  concrete,  which  is  laid 
in  two  continuous  lines,  one  under  each  rail,  18  inches  wide 
and  6  inches  deep.  Next  comes  a  i-inch  layer  of  sand,  and 
5 -inch  paving  upon  this,  with  pitch  grouting.  Mr.  Kincaid’s  way, 
as  laid  by  Mr.  Jacob  in  the  manner  above  described,  gave,  it 
was  reported,  satisfaction.  The  first  section,  without  the  cotters, 
was  opened  March  18,  1879;  cotters  complete,  the  next 

section  was  opened  May  12,  1880. 


Quantities  and  Costs  of  Tramways,  laid  in  Salford, 
PER  Mile,  Single  Line,  under  Contracts  No.  5  and  6, 
DATED  December  27,  1879. 

s.  d.  £  s.  d. 


Steel-faced  iron  rails,  52  lbs.  per  yard, 

81  tons  14  cwt.  I  qr.  4  lbs.  .  .  .@850 

Cast-iron  chairs,  73  tons  6  cwt.  i  qr.  10  lbs.  ,,520 
Cotters,  17  cwt.  i  qr.  4  lbs.  .  .  .,,130 

Excavation  in  trenches,  587  cubic  yards  .  ,,  o  15  o 
Excavating  roadway,  taken  up  6  inches  in 
depth,  for  a  total  width  of  18  inches 
outside  the  rails  .  .  .  .  .,,020 

Laying  single  line,  complete,  1,760  lineal 

years  @.  .  .  .  .  .  .,,0011 


674  2  10 

373  o 
19  17  o 

384  15  o 


58  14  o 
80  13  ^ 


1,636  16  2 

Paving  with  Welsh  cyanite  sets,  including 
cinder  bed  and  pitch  grouting,  4,302 

yards  .  .  .  .  .  .  .  ,,  o  12  o  2,581  16  o 


4,218  12  2 


Note. — The  costs  of  slag  blocks  and  granite  sets  are  nearly  equal. 

R  2 


244 


CONSTRUCTION  OF  TRAMWAYS. 


Kincaid’s  System  (as  laid  by  Messrs.  Grover  and  Newton), 
Stockton-on-Tees  and  District  Tramways,  i88i. 

The  Stockton-on-Tees  Tramways,  4%  miles  in  length,  single 
line,  including  passing-places,  were  (May,  1881)  in  course  of 
construction,  to  a  gauge  of  4  feet,  under  the  direction  of  Messrs. 
J.  W.  Grover  and  J.  W.  Newton,  the  engineers  of  the  line. 
They  adopted  the  Kincaid  system  of  way,  in  the  recent  form, 
slightly  modified.  The  rails,  of  Bessemer  steel,  weighed  45  lbs.  per 
yard,  and  were  rolled  in  lengths  of  23  feet,  except  5  per  cent,  of 
shorter  lengths.  They  are,  like  the  Barker  rail,  indented  on  the 
lower  side  of  the  head,  and  formed  with  a  central  web.  The  chairs 
give  a  bearing  6  inches  long,  for  the  sole  of  the  rail,  and  3  inches 
at  the  sides.  The  rails  are  fastened  to  each  chair  by  a  cotter 
of  Lowmoor  iron,  through  the  rail,  transversely.  The  sole  of  each 
chair  is  2  feet  10^  inches  long,  and  9  inches  wide — wide  enough 
to  afford  support  for  the  paving.  The  total  height  of  the  chairs 
is  5  ff  inches.  The  chairs  are  inches  apart  at  the  ends,  and  thus 
make  up  a  distance  of  3  feet  apart  between  centres.  But,  at  the 
joints,  the  chairs  are  placed  not  under  the  joint,  but  2  feet  apart 
between  the  centres,  and  are  shorter  accordingly.  The  joint  is  made 
with  -1%-inch  wrought-iron  fish-plates,  13^  inches  long,  and  four 
J-inch  bolts  and  nuts,  with  Grover’s  elastic  washers.  The  fish¬ 
plates  are  about  4  inches  deep,  underlapping  the  rails. 

The  rails  are  if  inches  wide  at  the  tread,  i  inch  at  the  groove, 
with  a  |-inch  guard  flange ;  together  3  inches.  The  groove  is 
if  inch  deep,  the  web  is  f  inch  at  the  lower  edge,  and  the  total 
depth  of  the  rail  is  3ff  inches. 

Cross-ties,  of  2 -inch  angle-iron,  are  placed  at  9  feet  intervals, 
except  in  curves,  at  6  feet  intervals ;  passing  under  and  seizing  the 
chairs  by  means  of  clips,  the  outer  clips  being  riveted  to  the 
angle-irons,  and  the  inner  clips  bolted  to  them. 

The  trench  was  excavated  to  a  depth  of  12  inches  below  the 
surface,  for  a  width  of  about  7  feet  3  inches,  and  was  laid  with  con¬ 
crete  5f  inches  thick,  consisting  of  i  part  of  Portland  cement  in 
7,  or  one  part  offline  in  4.  The  excavated  macadam,  after  having 


KINCAID'S  IRON  WAY. 


245 


been  screened,  was  mixed  with  river  sand,  and  occasionally  with 
burnt  clinkers.  The  sleepers  were  laid  on  this  bed  of  concrete, 
after  which  the  contour  of  the  bottom  was  formed  with  a  thin  layer 
of  fine  concrete,  and  the  spaces  under  the  rails  were  filled  flush  with 
Portland  cement  concrete.  On  a  4-inch  layer  of  furnace  ashes 
the  paving  sets  are  laid,  consisting  of  whinstone,  5  inches  deep 
by  4  inches,  toothing  with  the  macadam  at  each  side.  The  paving 
was  grouted  with  lime  mortar,  and  finished  with  a  coating  of  furnace 
ashes. 


Quantities  per  Mile,  Single  Line,  of  Kincaid’s  System, 
Stockton-on-Tees  and  District  Tramways,  1881. 


Steel  rails,  45  lbs.  per  yard  . . 704  tons 

Cast-iron  chairs — 920  joint  chairs  55  lbs.  each 

2,760  intermediate  do.,  65  lbs.  each 


3,680  . 

Fish-plates,  920,  @  7^  lbs.  each  I. 
Angle-iron  ties,  612,  @  195  lbs.  each 
Clips,  2,448;  and  rivets,  1,224 
£-inch  bolts  and  nuts,  for  fish-plates 
f-inch  bolts  and  nuts,  for  clips 

Total  .... 


I02f  ,, 

2  ,, 

5^  >» 

17  cwt. 

II  ,, 

•  5  >  > 

182  tons  13  cwt. 


Grover’s  spring  washers  for  ^-inch  bolts,  1,840 
Do.  do.  do.  f  do.  1,224 

Wrought-iron  cotters,  3,680. 

Excavation,  1,450  cubic  yards. 

Lime  concrete,  770  ,,  ., 

Bed  of  sand,  or  furnace  ashes,  112  cubic  yards. 
Portland  cement,  or  asphalte,  filling  under  the  rails. 
Whinstone  paving,  laid  complete,  3,960  square  yards, 
r.aying  the  way,  complete,  1,760  lineal  yards. 


CHAPTER  XVI. 

BARKER’S  SYSTEM— MANCHESTER  CORPOR’ 
ATION  TRAMWAYS,  1877. 

The  first  contract  for  the  Manchester  Corporation  Tramways  was 
completed  on  the  8th  of  May,  1877,  and  opened  on  the  12th  of 
the  same  month.  It  consisted  of  three  sections  as  follows  : — 

1.  Lower  King  Street,  Bridge  Street;  leading  to  Salford  and 
Pendleton. 

2.  Deansgate ;  terminus  in  Manchester. 

3.  Hunt’s  Bank.  Bury  New  Road,  to  the  City  boundary ; 
leading  to  Higher  Broughton. 

The  total  length  is  2  miles,  comprising  half  a  mile  of  double 
way  and  miles  of  single  way,  with  six  passing  places.  The 
maximum  gradient  on  the  line  is  at  the  rate  of  i  in  40.  After  six 
months  of  working  the  line  in  Bury  New  Road,  it  was  found  that 
it  could  not  be  worked  with  advantage  as  a  single  line,  and  it  was 
proposed  to  lay  a  second  line  of  tramway  in  that  road  on  Barker's 
system.  The  application  of  this  system  was  to  be  extended  to 
other  lines  under  the  control  of  the  Manchester  Corporation.  The 
system  was  adopted  also  for  the  lines  of  tramway  at  Patricroft,  and 
for  lines  to  Newton  Heath,  Levenshulme,  Openshaw,  and  other 
places. 

The  Manchester  lines  were  constructed  under  the  superin¬ 
tendence  of  Mr.  J.  H.  Lynde,  C.E.,  on  the  system  of  iron  way 
shown  in  Figs,  88  and  89,  patented  in  March,  1876,  by  Mr.  Benjamin 
Barker.  The  peculiar  features  of  this  system  are  the  longitudinal 


MANCHESTER  CORPORATION  TRAMJFAVS. 


247 


cast-iron  sleepers,  which  afford  a  continuous  bearing  for  the  rail, 
and  for  the  adjoining  paving  sets  ;  and  the  grooved  rail,  of  which 
the  lower  surface  is  indented  longitudinally,  and  is  formed  with  a 
central  flange  or  web,  by  which  it  is  fastened  by  cotters  to  the 
sleeper.  The  sleeper  is,  in  section,  like  the  ordinary  bridge-rail  in 
use  on  railways,  but  it  is  of  larger  dimensions.  It  consists  of  a 
hollow  vertical  portion,  3  inches  wide,  furnished  with  a  solid  head, 
formed  to  fit  and  to  carry  the  rail,  and  two  horizontal  flanges, 
about  4  or  44  inches  wide,  making  in  all  a  broad  continuous  base 
12  inches  in  width.  The  total  height  of  the  combined  sleeper  and 


Fig.  88.  Manchester  Corporation  Tramways  : — Section  of  Rail  and 

Sleeper.  Scale  f . 


rail  is  yg-  inches,  and  the  clear  height  above  the  flange-base  is 
61  inches,  leaving  a  ^-inch  space  for  bedding  under  the  paving 
sets,  which  are  6  inches  deep,  and  adjoin  the  rail.  The  sleepers 
are  cast  in  lengths  of  2  feet  iid  inches,  and  are  stiffened  by  two 
transverse  webs  between  the  vertical  ribs.  The  thickness  of  metal 
of  the  sleepers  is  4  inch,  except  for  the  flanges,  which  are  made 
I  inch  thick  at  their  roots,  next  the  vertical  ribs,  and  taper  in  thick¬ 
ness  to  f  inch  at  their  edges ;  except  also  the  head  of  the  sleeper, 
which  is  sufficiently  massed  to  provide  a  solid  bearing  and  attach- 


248 


CONSTRUCTION  OF  TRAMWAYS. 


ment  for  the  rail,  and  a  vertical  wall  at  each  side,  as  an  abutment 
for  the  stone  sets.  The  castings  were  made  from  remelted  iron, 
containing  at  least  i  th  part  of  scrap.  Two  test  bars  were  cast  each 
day  that  any  of  the  castings  were  run,  i  inch  wide,  2  inches  deep, 
and  3  feet  6  inches  long ;  one  of  which  was  tested  edgewise  on 
bearings,  3  feet  apart,  and  was  not  to  break  with  any  weight  less 
than  27  cwt.  applied  at  the  middle.  If  the  test-bar  failed  to  sus¬ 
tain  the  test,  all  work  cast  from  the  same  melting  was  rejected. 
Each  sleeper,  2  feet  i  id  inches  in  length,  was  to  weigh  not  less 
than  137  lbs. ;  or  for  a  length  reckoned  as  3  feet,  at  the  rate 
of  137  lbs.  per  lineal  yard.  The  position  of  the  holes  for  the  keys. 


cast  in  the  sleepers,  was  not  to 
vary  more  than  Td  inch  from  the 
given  position. 


The  rails  were  rolled  of 
Bessemer  steel,  3  inches  wide, 
and  weighed  40  lbs.  per  yard. 
They  were  rolled  in  lengths  of 
18,  21,  and  24  feet.  The  tread 
or  rolling  surface  of  the  rails  is 
I  d  inches  wide,  and  is  rounded 
with  nearly  d  inch  of  rise ;  the 
groove  is  inches  wide,  and 
1  inch  deep  below  the  summit 
of  the  tread.  The  side  of  the 


Fig.  89.  Mancliester  Corpora¬ 
tion  Tramways  :  —  .Section  of 
Barker’s  Rail.  .Scale  d. 


groove  next  the  rail  is  vertical,  the  bottom  of  the  groove  is 
f  inch  wide,  and  the  whole  of  the  taper  of  the  groove  is 
directed  towards  the  ledge.  The  lower  side  of  the  rail  is  longitu¬ 
dinally  indented,  and  is  strongly  formed  with  inclined  flanks,  from 
which  the  central  web  depends.  The  web  is  T  inch  thick,  and  the 
total  depth  of  the  rail  amounts  to  3  inches.  The  indentations  of 
the  rail  fit  on  the  corresponding  wedge-formed  surfaces  of  the 
head  of  the  sleepers ;  and  the  rail  is  fastened  to  the  sleepers  by 
horizontal  cotters  of  hard  wrought  iron,  ^  inch  by  |  inch,  slightly 
taper,  which  pass  right  through  the  flange  of  the  rail  and  the  head 
of  the  sleeper.  There  is  one  cotter  to  each  sleeper,  except  at  the 


MANCHESTER  CORPORA  7T0N  TRAMJVAYS. 


24Q 


joints  of  the  rails,  where  there  is  one  cotter  extra  for  each  end. 
By  this  method  of  attachment  the  rail  is  secured  by  the  indented 
surfaces  against  lateral  displacement,  whilst  the  chief  function  of 
the  cotter  is  to  hold  it  down  to  the  sleeper. 

It  was  required  that  the  rails  should  be  manufactured  from  a 
mixture  of  the  best  English  hematite  brands  and  spiegeleisen, 
cast  into  ingots  of  sufficient  weight  to  make  one  or  more  rails. 
The  curved  rails  were  bent,  cold,  in  a  bending  machine  to  the 
required  radii.  The  flanges  of  the  rails  were  punched  for  the 
cotter  holes,  and  the  holes  were  required  to  be  within  tV  inch  of 
the  proper  position. 

The  way  was  laid  to  a  gauge  of  4  feet  8|-  inches,  with  an  inter¬ 
space  4  feet  wide  between  the  two  lines  of  a  double  way.  The 
new  pavement  is  not  confined  to  the  customary  breadth  of 
18  inches  outside  the  ways,  but  is  in  some  cases  laid  for  the  whole 
width  of  the  carriage  way  to  render  the  whole  of  the  surface 
uniform.  Allowing  for  purposes  of  comparison  the  usual  18-inch 
breadths  of  paving  outside  the  ways,  the  total  width  for  a  double 
way  is  made  up  thus  : — 


Two  widths  of  gauge,  4  feet  84  inches  . 
Interspace  ...... 

Two  breadths  of  18  inches 

Four  half- widths  of  rail  (i4  inches  x  4)  , 


Ft.  Ins. 

9  5 
4  o 
3  o 
o  6 


16  II 


The  sleepers  are  not  fastened  together,  but  are  fastened  4  inch 
apart  from  end  to  end,  and  make  up  intervals  of  3  feet  for  each 
straight  sleeper.  For  sharp  curves  the  sleepers  are  laid  in  shorter 
segments  18  inches  in  length.  Sleepers  have  been  cast  to  match 
curves  in  some  instances,  but,  it  is  said,  it  was  not  necessary  to  pro¬ 
vide  sleepers  of  a  curved  form. 

The  roadway  was  excavated  to  a  uniform  dejjth  of  about 
8  inches.  The  bottom  of  the  excavation  was  taken  as  the  founda¬ 
tion  for  the  sleepers,  as  the  ground  was  considered  to  be  sufficiently 
consolidated  to  support  the  tramway  with  its  extensive  Iiearing 


250 


CONSTRUCTION  OF  TRAMWAYS. 


surface  without  the  assistance  of  special  concrete  foundations.  The 
sleepers  were,  nevertheless,  for  the  purpose  of  packing,  bedded  on 
a  I -inch  layer  of  rough  mortar.  Before  being  laid  they  were  filled 
with  rough  mortar.  The  mortar  was  composed  of  three  parts  of 
clinker  and  one  part  of  Ardwick  (hydraulic)  lime,  ground  in  a 
mill. 

The  rails  were  bedded  on  the  sleepers  in  gas  tar,  which  aids  in 
filling  up  any  chance  vacancies  between  the  sleepers  and  the  rails. 
The  flat  rails,  without  grooves,  were  only  laid,  as  outer  rails,  at  one 
curve  of  the  way,  having  a  radius  of  32  feet. 

The  paving  is  of  granite  sets,  3  inches  wide  and  6  inches  deep, 
laid  on  a  2 -inch  bedding  of  small  gravel  or  old  macadam.  The 
joints  were  filled  in  with  pea-gravel,  or  small  granite  chips,  and 
grouted  with  a  boiling  mixture  of  pitch  and  creosote,  on  the  system 
which  has  for  years  been  practised  in  laying  pavement  in  Man¬ 
chester.'-' 

The  contractors  were  required  to  replace  any  sleepers  or  rails 
found  to  be  defective  for  a  period  of  twelve  months  after  the 
work  was  completed.  Payments  were  made  at  intervals  to  the 
extent  of  80  per  cent,  of  the  value  of  the  work  executed  ;  the 
balance  was  payable  at  the  expiration  of  three  months  after  the 
completion  of  the  work. 

In  one  mile,  single  line,  of  Mr.  Barker’s  system  of  tramway,  as 
laid  in  Manchester,  there  are  215  tons  of  cast-iron  sleepers  and 
63  tons  of  steel  rails.  Of  the  mortar  bedding  for  the  sleepers 
40  tons  per  mile  was  used.  The  price  of  the  rails,  delivered,  was 
per  ton,  and  that  of  the  sleepers  was  ^{^5  4s.  6d.  per  ton.  The 
mortar  bedding  cost  7  s.  6d.  per  ton,  delivered  on  the  ground.  The 
total  cost  for  materials  and  labour,  to  remove  the  old  paving,  pre¬ 
pare  the  bed  for  the  sleepers  with  a  layer  of  rough  mortar  i  inch 
thick,  and  lay  in  the  tramway  complete  (exclusive  of  all  charge  for 
paving),  was  ^£’2,320  per  mile,  single  line.  The  annexed  is  a  cost 
list  comprising  the  items  of  cost  in  a  tabular  form :  — 

*  For  an  account  of  the  Manchester  system  of  paving,  see  Co7z- 
strziction  of  Streets  and  Roads,  1877.  Crosby  Lockwood  &  Son. 


MANCHESTER  CORPORA  T/OA^  7R  AM  WAVS. 


25^ 


Manchester  Corporation  Tramways,  Barker’s  System, 

Cost  per  Mile,  Single  Line. 


215  tons  cast-iron  sleepers 
63  tons  steel  rails,  40  lbs.  per  yard  . 
1,760  lineal  yards,  labour,  mortar  bed, 
royalty  ...... 

Wedge  keys . 

Carting  the  materials  (iron  only) 


and 


@  5 
8 


y  y 


o 


s.  d. 

4  6 


o  o 


7  3 


£  s.  d. 

1,123  7  6 

504  O  O 

638  o  o 
25  o  o 
29  12  6 


Cost  of  way 

4,400  square  yards  of  paving 


,,  o  12  o 


2,320  o  o 
2,640  o  o 


Total 


;^4,96o  o  o 


At  Leeds,  in  1878,  about  4  miles  of  Barker’s  tramways  were  laid, 
of  three  different  sections:  ist,  the  section  for  6-inch  paving, 
having  a  rail  of  40  lbs.  per  yard  and  sleepers  of  137  lbs.  ;  2nd,  the 
section  for  5-inch  paving,  with  sleepers  of  102  lbs.  and  rails  of 
34  lbs.  per  yard ;  3rd,  the  section  for  4-inch  paving,  with  sleepers 
of  90  lbs.  and  steel  rails  of  34  lbs. 

In  the  Barton,  Eccles,  Winton,  and  Monton  district,  at  Patri- 
croft,  near  Manchester,  Barker’s  system  was,  in  1878,  laid  for  a 
length  of  3^  miles,  with  40-lb.  steel  rails  and  135-lb.  sleepers  for 
6-mch  paving.  The  line  of  tramway  cost  about  ^4,000  per  mile. 
The  total  cost  for  construction  and  all  incidental  charges  amounted 
to  ^£"1 7,200.  The  tramway  was  leased  to  Messrs.  Turton  and 
Busby. 

At  Wallasey,  near  Liverpool,  a  line  of  about  4  miles  in  length 
was  laid,  in  1879,  for  4-inch  paving,  with  34-lb.  steel  rails  and 
90-lb.  sleepers.  This  line  was  laid  by  the  engineer  of  the  tramway, 
Mr.  C.  H.  Beloe,  who  states  the  cost  per  mile,  single  line,  as 
follows : — 

£  s.  d. 

Laying  tramway  rails,  concrete,  &:c.  ....  2,031  6  8 

4-inch  granite  cubes  .  .  .  .  .  •  .  1,144  o  o 

Paving  .........  608  13  4 


Total 


.£3.784  0  o 


252 


CONSTRUCTION  OF  TRAMWAYS. 


Shaw’s  System. — Rusholme,  Manchester,  1880. 

This  is  a  metal  way,  in  which  the  rails  are  laid  on  chairs  or 
stools,  which  are  cast  solid  in  pairs  upon  long  cast-iron  sleepers.  ’ 
The  rails  are  spiked  to  the  stools. 

Mr.  J.  C.  Shaw’s  system  is  here  illustrated.  Figs.  90  and  91,  as 
laid  at  Rusholme.  The  cast-iron  sleepers  are  made  in  lengths  of 


//.  /////. 


//////////' 


Fig.  90.  Shaw’s  Way,  Rusholme.  Scale  -0^-. 

4  feet,  and  1 1  inches  wide  at  the  base,  laid  i  inch  apart  longi¬ 
tudinally.  Each  sleeper  is  formed  with  two  standards  or  pedestals 
to  carry  the  rail,  placed  at  2  feet  6  inches  apart  between  centres, 
or  about  half  the  length  of  the  sleeper.  The  middle  portion  of 
the  sleeper,  between  the  standards,  is  open,  and  is  bordered  with 


r  '  I  O  O  ]  O  O  I  '  I  'o~ 


1 

1 

1 

- 

.,,1  .  "  ^ 

'  i 

1 

.  . 

Fig.  91.  Shaw’s  YVay,  Rusholme. — Rail  and  Sleeper.  Scale 


two  Stiffening  flanges.  Each  sleeper  weighs  1 1 7  lbs.  The  rails, 
of  steel,  weigh  45  lbs.  per  yard,  and  are  of  the  ordinary  box  section, 
3  inches  wide,  through  the  side  flanges  of  which  they  are  spiked  to 
the  standards,  into  which  hardwood  plugs  are  driven  to  receive  the 
spikes,  one  spike  from  each  side,  as  in  Mr.  Kincaid’s  early  fasten¬ 
ing.  To  the  joint  standards  the  end  of  each  rail  is  secured  by  two 
pairs  of  spikes;  at  the  intermediate  standards  one  pair  of  spikes 


S  HA  TV'S  WAY,  RUS  HOLME. 


253 


is  employed.  The  length  of  bearing  of  the  rails  on  the  joint 
standards  is  9  inches,  and  on  the  other  standards  4f  inches.  It 
is  stated  that  the  rails  have  been  tested  with  a  load  of  7  tons  at  the 
centre  of  a  span  without  any  perceptible  deflection.  The  sleepers 
are  bedded  on  two  continuous  lines  of  concrete,  15  inches  wide  and 
5  inches  deep,  one  under  each  line  of  sleepers.  The  spaces  under 
the  sleepers  are  completely  filled  with  fine  concrete,  which  is 
packed  upon  the  basement  of  concrete  through  the  openings  in  the 
soles  of  the  sleepers,  and  so  bonding  the  sleepers  to  the  beds. 

The  general  level  of  the  floor  of  the  excavation,  excepting  the 
trenches,  is  8  inches  below  the  surface  of  the  ground,  as  the  paving 
sets  are  laid  direct  on  the  subsoil.  The  paving  adjacent  to  the 
rails  is  supported  directly  on  the  base  of  the  sleepers. 


Quantities  and  Costs  of  Shaw’s  Way,  per  Mile 


Single  Line,  1880. 


Rails,  45  lbs.  per  yard,  70  tons 

@  /ii 

£ 

770 

s. 

0 

d. 

0 

Sleepers,  70  lbs.  per  yard,  no  tons 

53* 

577 

10 

0 

Spokes,  14  cwt.  ...... 

>  > 

i8s. 

12 

12 

0 

Wooden  plugs,  6,160  ..... 

>  J 

Id. 

12 

14 

0 

Concrete,  204  cubic  yards  .... 

J  ? 

i6s.  6d. 

168 

16 

0 

Excavation,  204  cubic  yards 

>  J 

2S. 

20 

8 

0 

Surface  excavation,  8  inches  deep,  1,109  cubic 
yards . . 

2S. 

no 

18 

0 

Total  cost  of  way  .... 

I 

,672 

18 

0 

Paving,  4,694  square  yards  .... 

>  > 

IIS.  6d.  2 

,699 

0 

0 

Total  cost  of  way  and  paving  . 


;^4o7i  iS  o 


CHAPTER  XVIL 


BOWSOJV’S  IRON  WAK 

Messrs.  J.  E.  and  A.  Dovvson  devised  a  system  of  iron  permanent 
way,  with  continuous  bearing,  in  various  forms,  patented  in  1871 
and  in  March,  1873.  The  Madras  tramways,  consisting  of 
II  miles  of  single  line,  to  a  gauge  of  i  metre,  opened  in  1874,  were 

constructed  according  to 
one  of  the  forms  patented 
in  1873,  Fig.  92.  The 
rail  was  of  wrought  iron, 
an  ordinary  flat  -  grooved 
rail.  It  was  laid  on  a  series 
of  cast-iron  sleepers,  which 
overlapped  laterally  at  the 
ends,  where  they  were 
bolted  together^  and 
afforded  a  continued  bear¬ 
ing  for  the  rail.  The 
sleepers  were  formed  with 
fitting  strips,  by  which  they  were  levelled  to  receive  the  rail,  and 
the  fastenings  consisted  of  vertical  bolts  with  countersunk  heads, 
through  the  groove  of  the  rail,  cottered  to  the  sleepers. 

The  rails  were  i  inch  thick  and  3!  inches  wide  ;  they  weighed 
26  lbs.  per  yard.  The  sleepers  weighed  40  lbs.  per  yard,  as 
laid;  they  were  2  feet  in  length,  of  a  flanged  form,  4.^  inches 
deep  and  2  inches  wide.  The  width  of  bearing  surface  on  the 
foundation,  which  was  of  concrete,  amounted  to  4  inches.  The 
sleepers  were  tied  transversely  with  hook  tie  bars  at  intervals. 


Fig.  92.  Dowson’s  Iron  Way. — 
IMadras  Tramways.  Scale  T 


CHAPTER  XVIII. 


WINBY  AND  LEVICN’S  SFSTEiU. 

Nottingham  and  District  Tramways,  1878. 

In  December,  1877,  Mr.  Levick  and  Mr.  F.  C.  Winby  patented 
the  application  of  a  broad  base  of  iron  plate,  fastened  to  the 
lower  flange  of  the  girder  rail,  by  means  of  cotter  bolts  and 
cotters,  to  be  laid  on  consolidated  macadam  or  road  material,  in 


Fig.  93.  Winby  and  Levick’s  Way,  Nottingham.  Scale  -o-f. 


order  to  make  up  a  sufficient  foundation  without  concrete,  and  to 
give  support  to  the  pavement. 

The  length  of  lines  of  the  Nottingham  and  District  Tramways, 
laid  by  Mr.  T.  F.  McNay,  on  the  system  of  Messrs.  Winby  and 
Levick,  Fig.  93,  by  Messrs.  Ridley  &  Co.,  of  Newcastle-upon- 
Tyne,  consists  of  4  miles  246  yards  double  line,  and  2  miles 
1,012  yards  of  single  line;  together  6  miles  1,258  yards,  making 
10  miles  1,504  yards  of  single  line.  The  rail.  Fig.  94,  is  of  steel, 
6  inches  deep,  weighing  58  lbs.  per  yard.  The  width  of  the 
tread  is  if  inches,  that  of  the  groove  is  ^  inch,  and  the  guard 
flange  is  f  inch  thick,  making  the  total  width  of  the  head 
2§  inches.  The  flange  base  is  3^  inches  wide,  and  the  web  is 
f  inch  thick.  The  base  plate  is  of  wrought  iron  12  inches  wide 
and  ^  inch  thick,  in  lengths  of  ii  feet  ii  inches,  laid  con- 


256 


CONSTRUCTION  OF  TRAMWAYS, 


tinuously,  and  so  as  to  break  joint  with  the  rails.  The  rails  are 
secured  to  the  base-plate  by  f-inch  cotter  bolts  and  cotters,  at 
intervals  of  2  feet,  on  alternate  sides  of  the  rails.  The  gauge  is 
fixed  by  means  of  tie-bars,  inches  deep  and  |  inch  thick,  having 
screwed  ends  f  inch  in  diameter,  and  lock-nuts  through  the  web 
of  the  rails,  placed  12  feet  apart.  The  rails  are  in  lengths  of 
24  feet  and  are  fished  with  steel  plates,  16  inches  long,  and  four 
I  inch  bolts  and  nuts. 

The  contract  for  the  rails,  plates,  and  fastening,  laid  complete. 


Fig.  94.  W'inby  and  Levick’s  Way,  Nottingham.— Rail  and  Baseplate. 

Scale  T 


was  let  to  Messrs.  Ridley  and  Company  at  £2,000  per  mile, 
single  line,  inclusive  of  the  extra  material  and  labour  for  points 
and  crossings  and' curves.  The  items  in  detail  are  here  given  as 
stated  by  the  contractors.  In  the  last  two  columns  are  added,  by 
the  author,  the  estimated  net  quantities  and  costs  per  mile,  single 
line,  exclusive  of  such  extras  : — 


NOTTINGHAM  AND  NEWCASTLE  TEAM  WAYS.  257 


Quantities  and  Costs  per  Mile,  Single  Line,  of  Winby 
AND  Levick’s  System. — Nottingham  and  District  Tram¬ 
ways,  1878. 


Gross 

weight. 

Steel  rails,  58  lbs. 

per  yard  .  .  92  tons  (3 

Wrought-iron  base- 


plates  12  in.  X  in. 

50  » 

Fish-plates 

5 

Fish-bolts 

0*75 

Cotter  -  bolts  and 

cotters . 

1*75  - 

Tie-bars  . 

1*75  vj 

149*25 

Excavation,  4,694  square  yards  ,, 
Laying  1,760  lineal  yards  .  ,, 

Total  cost  for  way 
Paving  by  the  Tramway  Com¬ 
pany,  4,858  square  yards  .  ,, 

Total  for  way  and  paving  . 


Gross 

Net 

Net 

cost. 

weight. 

cost. 

£ 

£ 

^10  lOS. 

966 

91  tons  956 

400 

47  - 

376 

150 

6  „ 

120 

1,516 

144 

1,452 

IS.  6d. 

353 

353 

IS.  6d. 

132 

132 

2,001 

1,937 

los.  6d. 

2,550 

2,550 

•  • 

.^4,551 

Newcastle-upon-Tyne,  1879. 

A  length  of  5  miles  6^  chains,  of  Winby  and  Levick’s  way,  was 
laid  in  Newcastle  by  Messrs.  Ridley  and  Co.,  in  1879 — ^ 
gauge  of  4  feet  8^  inches.  Of  this  length,  about  2  miles  was 
double  way  and  3  miles  single  way.  The  rails  weighed  65  lbs.  per 
yard.  The  base-plates  are  12  inches  wide  and  inch  thick.  With 
fish-plates  and  tie-rods  the  gross  weight  of  material,  inclusive  of 
points  and  crossings,  was  181  tons  per  mile,  single  line  ;  and  the 
cost,  including  the  charge  for  laying,  amounted  to  ;2Ci  4s.  id.  pec 
yard,  or  ;2^2,ii9  per  mile,  single  line,  paving  not  included. 


s 


CHAPTER  XIX. 


'./■ 


WILSON'S  SYSTEM. — SOUTHAMPTON  STREET 

TRAMWAYS,  1878. 

JVEr.  Edward  Wilson,  the  engineer  of  the  Southampton  Street 
Tramways,  on  a  gauge  of  4  feet  8^  inches,  arranged  an  adap¬ 
tation  of  the  central  web  rail,  Figs.  95  and  96,  with  cast-iron 
^chairs,  resembling  in  cross  section  Barker’s  sleepers,  laid  on  con- 
.  Crete.  The  rails.  Fig.  97,  are  of  Bessemer  steel,  weighing  55  lbs. 
per  yard,  in  ruling  lengths  of  24  feet.  The  head  of  the  rail  is 
jf-  inches  wide,  the  groove  is  inches  wide  at  the  surface,  and 


Figs.  95  and  96.  Wilson’s  Way,  Southampton.  Scale  -o^. 


the  guard-flange,  though  it  is  something  more  massive  than  a 
flange  is  supposed  to  be,  is  f  inch  wide  at  the  surface,  m.ak- 
ing  altogether  a  width  of  3^  inches.  The  depth  of  the  rail  is 
3t6  inches.  The  flange  is  tapered  to  -fV  inch  in  thickness  at 
the  lower  edge.  The  rail  takes  a  square  bearing  on  the  chair. 


SOUTHAMPTON  STREET  TRAMWAYS. 


259 


The  joint  chairs,  Fig.  98,  weigh  66  lbs.  each,  and  the  interme- 
diate  chairs  58  lbs.  each  ;  the  soles  of  all  the  chairs  are  12  inches 
wide  and  16  inches  long,  and  the  total  height  of  the  chairs  is 
5^  inches.  The  length  of  seat  for  the  rails  is  ii  inches  in  the 
joint-chairs  and  8  inches  in  the  others.  The  chairs  are  placed 
at  3  feet  distance  from  centre  to  centre,  and  are  fastened  to  the 
rails  with  two  steel  cotters  intermediately,  and  four  cotters  at  the 
joints ;  the  cotters  are  3  inches  long,  inch  thick  and  taper. 
The  chairs  are  tied  to  gauge  transversely  by  wrought-iron  tie-bars 


in  the  chairs,  and  being  notched  on  the  lower  side,  are  dropped 
upon  a  corresponding  elevation  on  the  bottom  of  each  recess,  then 
secured  in  position  by  keys. 

A  trench  8  feet  wide  was  excavated  for  one  line  of  rails,  to  a 
uniform  depth  of  15  inches  for  the  routes  of  heavy  city  traffic,  and 
I  clinches  for  the  routes  of  light  traffic,  increased  to  15  inches  under 
the  rails  for  a  width  of  2  2  inches  under  each  rail,  forming  trenches 
there.  A  bed  of  concrete,  9  inches  deep,  is  laid  in  the  heavy 
routes,  for  the  whole  width,  and  in  the  trenches  only  for  the  light 

s  2 


CONSTRUCTION  OF  TRAMWAYS. 


260 

routes.  In  the  shallower  portions  of  the  excavation  for  the  light 
routes  the  concrete  is  laid  4^  inches  deep,  making  up  a  flush 
surface  for  the  paving.  The  soles  of  the  chairs  are  let  flush  into 
the  concrete,  and  uniformly  bedded  on  a  thin  layer  of  cement. 
The  concrete  is  composed  of  5  parts  of  clean  sharp  gravel, 
or  of  stones  broken  to  a  i-inch  gauge,  2  parts  of  clean  sharp  sand, 
and  I  part  of  Portland  cement,  weighing  not  less  than  no  lbs. 
per  striked  bushel. 

The  space  between  the  rails  is  closely  filled  with  fine  Portland 
cement  concrete  in  the  proportion  of  4  parts  of  fine  gravel  to 
I  part  of  cement. 

A  layer  of  sand,  i  inch  thick,  was  laid  on  the  concrete  to  bed  the 
paving  sets.  The  sets  are  of  granite,  from  3^  inches  to  4  inches 
wide;  those  next  the  rails  are  6  inches  deep,  of  blue  Guernsey 
granite;  the  others  are  5  inches  deep,  of  Welsh  or  Cornish  granite. 
The  paving  was  grouted  with  liquid  mortar  made  with  six  parts  of 
fine  sand  and  one  part  of  lias  lime.  It  was  laid  ^  inch  above  the 
level  of  the  rails.  A  portion  of  the  work  is  paved  with  wood. 


Quantities  per  Mile,  Single  Line,  of  Wilson’s  Way,  South¬ 
ampton  Street  Tramways,  1878. 


Routes  of  Heavy  City  Traffic  : — 

Rails,  55  lbs.  per  yard 
Chairs,  3,070  single,  450  joints  . 
Tie-bars  .  .  .  .  . 

Keys  and  cotters 
Excavation  ..... 
Concrete  ..... 
Cement  filling  under  rails  . 
Granite  pitching 


86*4  tons. 
93*8  „ 


3'5 

1-6  ,, 

1,955*2  cubic  yards. 
1.173*2 
50*6 

4,351  square  yards. 


CHAPTER  XX. 


DUGD ALE'S  SYSTEM —HUDDERSFIELD  CORPORA¬ 
TION  TRAMWAYS  (INNER  CIRCLE),  i88i. 

The  metal  system,  Fig.  99,  of  Mr.  R.  S.  Dugdale,  the  borough 
surveyor,  adopted  for  the  original  tramways  of  Huddersfield,  com¬ 
prising  10  miles  of  single  way,  was  laid  to  a  gauge  of  4  feet 
7 1  inches,  in  order  that  railway  waggons  might  be  run  over  the 


Fig.  99.  Dugdale’s  Way,  Huddersfitld.  Scale 


lines  to  the  suburban  districts  of  the  borou2:h.  As  in  the  case 
of  the  Vale  of  Clyde  Tramways,  the  waggons  were  designed  to 
bear  on  their  flanges,  which  take  a  bearing  on  the  floors  of  the 
grooves  ;  whilst,  of  course,  the  tramcars  run,  as  usual,  on  the 
treads  of  the  rails.  For  this  double  purpose,  the  section  of  the 
rails.  Fig.  100,  was  specially  designed  to  combine  strength  and 
durability ;  providing  a  sufficient  thickness  of  metal  and  strength 
under  the  groove,  where  the  principal  load  is  to  be  taken,  and  a 
wedge-form  bearing  surface  to  rest  on  the  sleepers,  chairs,  or 
bearers.  The  groove  is  inches  wide  at  the  surface,  and  f  inch 
in  depth  ;  the  tread  is  inches  wide,  the  guard  flange  ^  inch 
wide ;  making  the  total  width  of  rail  3^  inches.  The  web  is 
I-  inch  thick  at  the  lower  edge,  and  the  total  depth  of  the  rail  is 
3!^  inches.  The  rails  are  of  steel,  weighing  43  lbs.  per  yard,  in 


262 


CONSTRUCTION  OF  TRAMWAYS. 


lengths  of  12,  15,  18,  22,  27,  and  30  feet,  of  which  70  per  cent, 
are  24  feet  long.  In  the  web  of  each  rail,  sixteen  rectangular  holes 
f  inch  wide  and  \  inch  deep  are  punched,  to  receive  the  cotters ; 
two  holes  near  each  end,  to  make  the  joint,  and  the  others  in 
couples,  a  couple  for  each  intermediate  bearer.  The  guard  flange 
is  corrugated,  14  indents  to  the  foot.  The  bearers,  of  cast  iron, 
shown  to  an  enlarged  scale.  Fig.  loi,  weighing  80  lbs.  each,  are 
open  or  frame-like;  and  are  formed  with  a  sole  25  inches  long, 
10  inches  wide,  and  f  iuch  thick.  The  body,  or  upper  part,  is 
18  inches  in  length,  and  the  width  of  the  rail  is  3^  inches.  It 
stands  3  inches  high,  and  the  bearing  surface  is  formed  trough- 


Fig.  ioo.  Dugtlale’s  Way,  Hud- 
derstield. — Rail.  •  Scale 


Fig.  loi.  Dugdale’s  Way, Hud¬ 
dersfield. — Bearer.  Scale  Fe- 


like  to  lodge  the  rail  securely.  The  base  is  hollowed  out,  and  the 
vacuity  opens  into  the  hollow  space  in  the  body.  One  pattern  of 
bearer  is  used  for  the  joints  and  the  intermediate  supports,  and  each 
bearer  is  cast  with  six  cotter  holes.  Eight  bearers  are  laid  for  each 
24  feet  lengths  of  rail,  and  they  are  placed  at  uniform  distances 
apart,  3  feet  between  centres.  The  rails  are  fastened  to  the  joint 
bearers  by  four  cotters,  through  the  four  inner  holes,  two  to  each 
end  of  the  rails ;  and  to  the  intermediate  bearers  by  two  cotters 
passed  through  the  two  extreme  holes.  The  cotters,  or  “  spikes,” 
are  of  soft  flat  iron,  F  inch  wide ;  they  are  double,  with  reverse 
taper,  and  are  driven  in  from  opposite  sides,  so  as  to  wedge  down 


HUDDERSFIELD  CORPORATION  TRAMWAYS.  263 


the  rail  upon  its  seat.  Softening,”  a  kind  of  tarred  felt,  in  thin 
sheets,  is  placed,  after  having  been  gently  heated,  in  the  grooves 
of  the  bearers,  so  that  all  the  bearing  surfaces  are  covered  with  it, 
before  the  rails  are  placed,  in  order  to  absorb  vibration. 

'fhe  roadway  was  excavated  to  a  depth  of  6^  inches  below  the 
level  of  the  rails,  for  the  paving,  and  two  trenches  were  cut,  one 
under  each  rail,  18  inches  wide,  and  13^  inches  below  the  level  of 
the  rails,  to  receive  the  two  continuous  beds  of  concrete,  7  inches 
deep.  The  concrete  is  composed  of  4  parts  of  clean  sharp 
gravel  or  broken  stone  to  a  ij-inch  ring  gauge,  and  i  part  of 
best  Portland  cement.  The  bearers  are  embedded  in  the  concrete 
for  a  depth  of  2^  inches,  the  open  spaces  in  the  body  of  the 
bearers  and  between  them  under  the  rails  are  well  packed  with 
concrete,  finished  with  vertical  sides  flush  with  the  sides  of  the 
bearers. 

The  paving  consists  of  granite  sets,  6  inches  deep,  from  Ros- 
sendale  Valley,  Yorkshire,  bedded  on  a  ^-inch  layer  of  fine  clean 
mill  ashes.  They  are  racked  with  fine  granite  chippings,  and 
grouted  with  hot  pitch. 


Quantities  and  Costs,  per  Mile,  Single  Way,  of  Dugdale’s 
System,  Huddersfield  Corporation  Tramwavs,  1881. 

Bessemer  steel  rails,  43  lbs.  per  yard,  67*12 

tons . @7 

Cast-iron  bearers,  80  lbs.  each,  125*70  tons  ,,  4 
Wroiight-iron  fastening  spikes,  i  ton  .  ,,  16 
Tarred  felt  softening,  1,760  lineal  yards  .  ,,  o 
Taking  up  pavement  or  macadam  for  a 
width  of  8  feet,  cutting  two  trenches  for 
concrete  foundations,  laying  foundations, 
rails  and  bearers,  ready  for  paving,  in¬ 
cluding  cartage  for  all  materials,  1,760 

lineal  yards  .  .  .  .  .  ,@049  41800 


s. 

d. 

s. 

d. 

12 

6 

5II 

7 

3 

I 

0 

509 

2 

10 

18 

6 

16 

18 

6 

0 

9 

15 

6 

1,465  14  I 


Total  for  way 

Paving,  6  inches  deep,  8  feet  wide,  com- .  f 

plete,  1,760  lineal  yards .  @  0  16  9  1,474  o  0 


Total  for  way  and  paving 


;^2,939  14  ’  I 


264 


CONSTRUCTION  OF  TRAMWAYS. 


In  1891 — 92,  ten  years  after  the  first  contract  was  let  for  the 
original  line  above  described,  the  Huddersfield  Tramways  were 
reconstructed  and  extended,  with  steel  girder  rails,  weighing  100  lbs. 

per  lineal  yard,  as  shown  in  Figs.  102  and  103. 
The  rail  is  7  inches  high,  7  inches  wide  over  the 
flange-base,  with  a  -Pe-inch  web.  The  base  is  f  inch 
thick  at  the  edges,  |  inch  near  the  web.  The 
guard-fillet  is  f  inch  wide  at  the  surface.  The 
rails  are  laid  to  the  railway  gauge,  4  feet  8^  inches, 
secured  to  gauge  by  wrought-iron  tie-bars,  2  inches 
by  ^  inch  thick,  fixed  at  from  9  feet  to  12  feet 
apart,  screwed  for  a  nut  and  a  jam-nut,  ^  inch  in 
diameter  at  one  end,  and  notched  at  the  other 
end  to  lock  with  the  web  of  the  rail.  The  joints 
are  fished  with  two  steel  flanged  fish-plates  (Dug- 
dale  and  Pogson’s  patent)  f  inch  thick,  24  inches 
long,  and  six  i-inch  bolts  with  self-locking  nuts. 
The  joint  is,  in  addition,  strengthened  by  means 
of  a  ^-inch  iron  sole-plate  12  inches  wide,  and 
equal  in  length  to  the  fish-plates,  screwed  to  the 
flanges  of  the  rail  and  fish-plates  with  eight  |-inch 
bolts  and  self-locking  nuts.  The  rails  are  laid  upon 
a  continuous  bed  of  strong  cement  concrete  7  inches 
deep,  8  feet  wide.  The  space  between  the  rails 
and  for  a  width  of  18  inches  outside  is  paved  with 
granite  sets,  the  outer  edge  of  the  marginal  pave¬ 
ment  being  serrated  every  two  courses  of  sets. 

The  lengths  of  the  rails  as  manufactured  were 
24  feet,  26  feet,  28  feet,  and  30  feet,  of  which 
90  per  cent,  were  30  feet  long.  The  number 
of  24-foot  rails  did  not  exceed  5  per  cent,  of 
the  total  number.  The  scheme  of  tests  was  as 
follows  : — Take  at  least  four  pieces  of  rail  5  feet 
long,  from  each  day’s  make,  and  place  them  on  solid  bearings 
3^  feet  apart,  the  ends  to  be  securely  fixed  and  properly  bedded  ; 
to  stand  the  following  tests;  ist.  By  suspending  a  dead  weight 


I  ^ 


..|i 


i'^ 

<V 

r3 

O 

C/} 


u 

<u 

in 

in 

in 

p 

6 


in 


f3 

H 

c 

o 

rt 

L. 

o 

p. 

o 

U 


OJ 

(x: 

33 

y 

K 


M 

o 


O 


HUDDERSFIELD  CORPORATION  TRAMWAYS,  265 


of  25  tons  from  the  centre  between  the  bearings;  each  sample 
to  support  this  load  for  half  an  hour  without  exhibiting  a  greater 
deflection  than  inch,  or  any  permanent  set  exceeding  iV  inch. 
2nd.  By  a  weight  of  1,120  lbs.  (10  cwt.)  falling  in  proper  guides 
upon  the  centre  of  each  sample  from  a  height  of  20  feet  without 
breakage  of  the  sample.  Each  bolt  was  to  be  of  the  b  b  quality, 
and  to  be  capable  of  resisting  a  tensile  stress  of  18  tons  on  a 
circular  section  i  inch  in  diameter. 


Fig.  103.  Huddersfield  Corporation  Tramways  :  Section  of  Rails  and 

Fastenings.  Scale  j. 


Mr.  Dugdale’s  most  recent  design  of  way,  above  described,  is 
notable  for  the  elaborate  construction  of  the  fish-joints,  specially 
in  order  to  secure  strength  and  solidity  at  the  junctions.  The  cost 
of  construction  of  the  way  was  about  £^,000  per  mile,  single  line. 


CHAPTER  XXI. 


BRUNTON^S  SYSTEM.-^CITF  OF  OXFORD  AND 

DISTRICT  TRAMWAYS. 

The  Oxford  Tramways  were  laid  to  a  gauge  of  4  feet,  with  an 
interspace  for  double  ways  of  3  feet  between  the  rails. 

The  rail,  Fig.  104,  was  of  Bessemer  steel,  weighing  67  lbs.  per 


Fig.  104.  Brunton’s  Way,  Oxford. — Rail  and  Fastening.  Scale  B 

yard,  of  the  Brunei  rail,  or  bridge  rail  section,  4^  inches  high, 
3  inches  wide  at  the  surface,  and  6|-  inches  wide  at  the  base,  rolled 
to  the  standard  length  of  18  feet.  The  tread  is  inches  wide, 
the  groove  i  inch  wide,  and  the  guard  flange  tV  inch  thick.  The 
sides  are  N  inch  thick,  and  the  flange  base  f  inch.  The  tread 
has  a  minimum  depth  of  f  inch.  The  rails  are  laid  on  cast-iron 
chairs  at  the  joints,  9  inches  long,  and  8^  inches  wide,  consisting 
of  a  flat  plate  ^  inch  thick ;  with  raised  edges  between  which  the 


OXFORD  TRAMWAYS. 


267 


base  of  the  rail  is  laid,  and  a  central  oblong  stud,  2^  inches  wide 
and  6  inches  long,  over  which  the  ends  of  the  rails  are  laid,  and 
by  which,  like  a  key,  they  are  kept  in  position,  true  to  each  other. 

The  rails  are  held  and  locked  down  by  a  wrought-iron  fish¬ 
plate,  of  the  same  length  as  the  chair,  2  inches  wide  and  |  inch 
thick,  overlapping  the  flange  of  the  rail,  and  fastened  by  three 
|-inch  bolts  and  nuts  to  the  chair.  The  nuts  are  Halpin’s  lock 
nuts;  a  gauge-tie,  of  bar-iron,  2  inches  by  f  inch,  having  the 


Figs.  105  and  106.  Brunton’s  Way,  Oxford.  Scale  -oV. 


ends  turned  up  and  passed  into  apertures  cast  in  the  chair,  is 
fastened  to  each  chair  and  its  opposite  neighbour  by  the  middle 
one  of  the  three  bolts  by  which  the  fish-plates  are  fixed. 

The  plan  of  the  way  is  shown  in  Figs.  105  and  106.  The  ground 
is  excavated  to  a  depth  of,  say,  10  inches  below  the  surface,  for  a 
width  of  7  feet  3  inches  for  single  lines,  and  147}  feet  for  double 
lines.  A  bed  of  concrete  is  laid  on  the  bottom  of  the  excavation 
for  the  whole  width  4^  inches  deep ;  except  at  the  rails,  where  it 
is  made  up  to  a  depth  of  6  inches.  The  concrete  consists  of 


Z68  CONSTRUCTION  OF  TRAMWAYS, 

one  part  of  Portland  cement,  2\  parts  of  clean  sharp  sand, 
and  5|-  parts  of  gravel  or  broken  stone.  The  paving  is  of 
granite,  5  inches  deep.  At  each  side  of  each  rail,  a  longitudinal 
course  of  sets  is  laid,  specially  fitted  closely  and  truly,  and  made 
to  bed  evenly  on  the  flanges  of  the  rails.  This  longitudinal 
paving  may,  as  an  alternative,  be  of  wood, — Norway  pitch  pine. 
The  paving  is  laid  on  a  bed  of  sharp  sand.  The  whole  of  the 
paving,  except  the  longitudinal  blocks  next  the  rails,  is  to  be 
thoroughly  grouted  with  liquid  mortar,  composed  of  six  parts  of 
sand  to  one  of  fresh  lias  lime.  Before  the  grout  sets,  the 
paving  is  rammed  evenly  with  wooden  beaters ;  after  which  the 
interstices  are  finally  filled  up  with  grout.  The  longitudinal 
blocks  are  not  rammed.  At  the  time  of  first  grouting,  above 
noticed,  they  are  to  be  thoroughly  grouted  with  thin  cement 
mortar,  composed  of  six  parts  of  sand  to  one  part  of  Portland 
cement,  so  as  to  completely  fill  up  all  the  interstices  below  the 
blocks,  or  between  them  and  the  rail  flanges,  or  the  bed  of 
concrete.  The  joints  between  the  courses  of  the  sets  at  the 
tie-bars  are  filled*  with  fine  gravel,  or  fine  stone  chippings,  and 
grouted  with  thin  cement  mortar.  All  spaces  between  the  sides 
of  the  paving  and  macadam  or  the  soil  are  to  be  filled  with  gravel 
and  macadam,  and  thoroughly  rammed  before  the  final  grouting 
of  the  paving. 


Quantities  per  Mile,  Single  Line,  of  the  City  of 
Oxford  and  District  Tramways,  1881. 


Excavation 

Concrete  .  .  .  . 

Rails,  67  lbs.  per  yard 
Joint  chairs,  22|  lbs.  each 
Fish-plates,  if  lbs.  each  . 
Gauge  ties,  9  lbs.  each  . 
Bolts  and  nuts,  ^  lb,  each 


1,175  cubic  yards. 

587 

105  tons  6  cwt. 
6  tons. 

9  cwt. 

24  „ 


Total  weight  of  metal 


113  tons  7  cwt. 


CHAPTER  XXII. 


VIGNOLES'  SYSTEM.—NORTH  LONDON  SUBURBAN 
TRA  AIWA  YS—NOR  TH  ST  A  FFORDSHIRE 

TRAMWAYS, 

Mr.  Henry  Vignoles’  system  was  laid  for  the  North  London 
Suburban  Tramways,  Tottenham  ;  and  for  the  North  Stafford¬ 
shire  Tramways,  Stoke-upon-Trent,  to  a  gauge  of  4  feet  8^  inches, 
as  illustrated  by  Figs.  107  and  108.  The  rail  and  chair  are 


Figs.  107  and  108.  Vignoles’  Way,  Tottenham  and  Stoke.  Scale  -A. 

sho^yn  in  section.  Fig.  109.  The  rails  are  of  steel,  made  with 
a  central  web,  weighing  42^  lbs.  per  yard.  The  whole  depth  of  the 
rail  is  5  inches.  The  web  is  f  inch  thick  at  the  lower  edge. 
The  chairs  are  placed  on  cross-sleepers  at  2  feet  6  inches  apart 
between  centres.  The  joint  chairs  weigh  23  lbs.  each;  they  give 


270 


CONSTRUCTION  OF  TRAMWAYS. 


a  bearing  10  inches  in  depth,  and  are  fastened  with  four  ^-inch 
bolts  and  nuts  to  the  sleepers,  and  two  bolts  and  nuts  to  the  rails. 
The  intermediate  chairs  weigh  12  lbs.  each  ;  they  give  a  bearing 
5  inches  in  length,  and  are  each  fastened  with  two  bolts  and  nuts 
to  the  sleepers,  and  one  bolt  and  nut  to  the  rails.  A  bearing 
plate  is  inserted  between  the  rail  and  each  chair,  the  upper  part  of 
which  is  curved  to  fit  under  the  head  of  the  rail,  and  the  lower 
part  is  formed  with  a  fillet,  which  fits  under  the  web  of  the  rail. 
The  function  of  this  plate  is  not  obvious,  except  at  the  joints  of 
the  rails,  where  it  acts  as  a  fish.  The  sleepers  are  6  feet  long, 


Fig.  109.  Vignoles’  Way,  Tottenham  and  Stoke. — Rail.  Scale  T 


4  inches  deep,  12  inches  wide  at  the  joints,  and  7  inches  inter¬ 
mediately.  They  are  bevelled  inwards  from  the  lower  side.  The 
depth  excavated  is  12^  inches  for  the  whole  width.  A  i-inch 
layer  of  fine  gravel  concrete  is  laid  on  the  floor  of  the  trench  ; 
then  a  i-inch  layer  of  sand,  on  which  the  sleepers  are  bedded. 
Around  and  above  the  sleepers  hydraulic  concrete  is  deposited  for 
a  depth  of  5^  inches,  topped  with  a  i-inch  layer  of  sand  and 
cement,  on  which  a  paving  of  4-inch  cubes  is  laid. 

Mr.  Vignoles  gives  the  following  estimated  cost  per  mile,  single 
line : — 


VIGNOLES^  JFAY. 


Quantities  and  Costs  "of  Vignoles’  Way, 

PER  Mile, 

Single  Line,  i88i. 

£ 

s. 

d. 

Steel  rails,  42^  lbs.  per  yard,  70  tons  . 
Wrought-iron  fish-plates,  6  lbs.  and  3  lbs. 

@  £9 

630 

0 

0 

each,  6  tons  ...... 

Cast-iron  chairs,  23  lbs.  and  12  lbs.  each, 

M  £7 

42 

0 

0 

23  tons  ....... 

Bolts,  nuts,  and  washers,  5|-  lbs.,  and  2f 

>>  £s 

115 

0 

0 

lbs.  for  each  chair,  5  tons 

^,£20 

100 

0 

0 

Joint  sleepers,  250  .  .  _. 

, ,  45* 

50 

0 

0 

Intermediate  sleepers,  1750 

M  3s. 

262 

10 

0 

Excavation,  1, 76ovlineal  yards  . 

,,  2S. 

176 

.0 

0 

Hydraulic  concrete,  900  cubic  yards  . 

00 

360 

0 

0 

Laying  the  way,  1,760  lineal  yards 

, ,  IS. 

88 

0 

0 

Total  for  the  way,  single  line  . 

1,823 

10 

0 

Paving,  4-inch  granite  cubes,  4,550  square 

yards  . 

,,  lOS. 

2,275 

0 

0 

Total  for  the  way  and  paving  . 

'.44.098 

10 

0 

CHAPTER  XXIII. 


TRU SWELLS  SYSTEM —DEWSBURY,  BATLEY,  AND 
BIRSTAL  TRAMWAY— BIRSTAL  AND 
GOMERSAL  EXTENSION. 

The  system  of  way,  Mr.  Kincaid’s  earliest  form,  laid  for  the 
original  line  of  the  Dewsbury,  Batley,  and  Birstal  Tramway,  has 
been  described.  The  rails  w'ere  fixed  to  the  chairs  with  vertical 
spikes  driven  into  oak  plugs — a  mode  of  fastening  which  was 


Fig.  no.  Tiuswell’s  Way,  Birstal.  Scale  2^. 


insufficient  for  permanently  retaining  the  rails  under  the  action 
of  the  engines  which  were  there  at  work.  Mr.  George  Truswell 
designed  a  system  of  way  having  a  reversible  steel  rail.  Fig.  no, 
on  cross-sleepers,  for  the  Birstal  and  Gomersal  Extension,  1*13. 
miles  in  length.  The  rail.  Fig.  in,  weighed  55  lbs.  per  yard,, 
and  was  rolled  in  lengths  of  24  feet.  It  was  laid  and  keyed 
with  oak  keys  in  cast-iron  chairs,  placed  3  feet  apart  between 
centres,  of  which  the  joint-chairs  are  6^-  inches  long  at  the 
seat  of  the  rail,  and  weigh  37  lbs.  each  ;  and  the  intermediate 


TR  US  WELL’S  WAY,  BIRSTAL. 


273 


chairs  are  3^7  inches  long,  and  weigh  25  lbs.  each.  The  chairs 
are  laid  on  sleepers  of  Baltic  timber,  7  feet  in  length,  12  inches 
wide  by  4  inches  deep  at  the  joints,  and  8  inches  wide  inter¬ 
mediately.  The  chairs  are  each  fixed  to  the  sleepers  by  two  oak 
trenails,  and  two  coach-screws.  The  ground  was  excavated  to  a 
depth  of  16  inches,  for  a  width  of  8  feet,  for  a  single  line.  A  layer 
of  concrete,  5  inches  deep,  was  deposited  on  the  floor  of  the  exca¬ 
vated  space,  on  which  the  sleepers  were  laid,  and  the  space  was 
filled  up  about  the  sleepers  to  a  total  height  of  10  inches,  or  i  inch 
above  the  level  of  the  sleepers.  The  concrete  was  made  of 


2  parts  of  broken  stone  to  a  id-inch  ring  gauge,  i  part  of  sand  or 
fine  screened  ashes,  and  i  part  of  blue  lias  lime.  The  rails  are 
3f  inches  high,  and  2f  inches  wide,  comprising  a  tread  if  inches 
wide,  a  i-inch  groove,  and  a  guard  flange  f  inch  thick.  They  are 
hollowed  sufficiently  at  one  side  to  receive  an  oak  wedge  fasten¬ 
ing.  They  stand  2f  inches  clear  above  the  concrete,  and  at  the 
surface  6  inches  above  it,  making  room  for  5-inch  set  paving,  and 
I  inch  of  fine  screened  ashes  for  bedding.  The  paving  sets, 
5  inches  deep,  are  of  Clee  Hill  granite,  covering  4I  square  yards 
per  ton  of  sets.  The  interstices  are  filled  with  melted  pitch  and 
tar  in  mixture. 


T 


274 


CONSTRUCTION  OF  TRAMWAYS. 


Quantities  and  Costs  of  One  Mile,  Single  Line,  of 
Truswell’s  System,  of  the  Dewsbury,  Batley,  and 
Birstal  Tramway,  Gomersal  Extension,  i88i. 


Steel  rails,  55  lbs.  per  yard,  86  tons 
Sleepers,  12x4  ins.,  by  7  feet,  220 
Do.,  8x4  ins.,  by  7  feet,  1,540 
Joint  chairs  with  fastenings,  440 
Intermediate  chairs  with  fastenings 

3,080 . 

Oak  keys,  3,520,  per  1,000  . 
Excavation,  2,086  cubic  yards 
Concrete,  1,268  cubic  yards 
Laying  the  way,  1,760  lineal  yards 
Watching,  lighting,  and  maintaining 
the  way  for  six  months 


£  s.  d. 

@1115  o 
,,036 
,,024 
,.022 

o  I  10 

,,  2  10  o 

>.015 
,,080 
,,  0  o  10 


£  s.  d. 
1,010  10  O 

38  10  O 
179  13  O 
47  13  4 

282  6  o 

8  16  o 
147  15  o 
507  4  o 
73  6  8 

75  0  o 


Total  for  the  way 


2,370  14  o 


Granite  paving  complete,  4,400  square 
yards  .  .  .  .  .  .,,086 

Total  for  the  way  and  paving  . 


1,870  o  0 
^4,240  14  o 


Note, — There  are  464  chairs  per  mile,  single  line  ;  22  cwts,  of 
coach  screws  per  mile  ;  7,040  oak  trenails  ;  and  7,040  coach  screws 
per  mile. 


The  way  remains  the  same  as  when  laid.  The  rails  have  not 
yet  (1892)  been  reversed. 


CHAPTER  XXIV. 


KERR'S  SFSTEAIS. 

First  System  :  Ipswich  Tramways,  1880. 

Mr.  John  Kerr’s  first  system,  Fig.  112,  consists  of  a  solid 
girder  rail  laid  upon  wrought-iron  sleepers  of  the  section  of  an 
inverted  trough,  bedded  in  concrete.  In  the  Ipswich  tramways  the 
way  is  laid  to  a  gauge  of  3  feet  6  inches.  The  sleepers  are  laid 
longitudinally,  as  in  Figs.  112  and  113. 

The  rails,  of  Bessemer  steel,  weigh  58  lbs.  per  yard,  and  are 


Fig.  1 12.  Kerr's  Way,  Ipswich,  Woolwich.  Scale  7/4-. 


rolled  in  lengths  of  24  feet.  They  are  of  girder  form,  3  inches  in 
width  at  the  head,  as  well  as  at  the  flange  base.  The  tread  of  the 
rail  is  1 1  inches  wide,  the  groove  is  i  inch  wide  and  Ff  inch  deep, 
and  the  guard  flange  is  f  inch  wide  at  the  surface.  The  web  is 
f  inch  thick  near  the  head,  and  -flkinch  near  the  base.  The  base 
is  J  inch  thick  near  the  edges,  and  is  thickened  up  to  ^  inch  near 
the  web. 

The  test  applied  to  the  rails  was  such  that  they  were  to  submit, 
without  rupture,  to  a  deflection  at  the  rate  of  3  inches  in  a  length 
of  5  feet.  The  deflection  was  to  be  produced  by  one  blow  of  a  tup, 
falling  from  a  height  of  10  feet,  at  least,  on  the  middle  of  the  rail, 
supported  on  bearings  3  feet  apart.  The  rails  were  fished  with 
wrought-kon  plates  16  inches  long,  and  four  ^-inch  bolts  and 

T  2 


276 


CONSTRUCTION  OF  TRAMWAYS. 


nuts.  The  holes  in  the  plates  are  f  inch  square ;  the  bolts  have 
round  heads  and  square  necks. 

The  sleepers  are  of  ^-inch  wrought-iron  plates,  moulded  as  an 
inverted  trough  with  inclined  sides,  2  \  inches  in  total  height,  and 
ii^  inches  in  total  width.  The  sleepers  break  joint  with  the  rails. 
The  rails  are  fastened  to  the  sleepers  by  wrought-iron  clips  riveted 
to  these.  The  weight  of  the  sleepers,  with  clips,  was  36^  lbs. 
per  yard. 

The  ground  was  excavated  for  the  whole  width  of  the  way, 
including  paving,  to  a  depth  of  9I  inches  below  the  surface  ;  and 


a  bed  of  concrete  4  inches  deep  was  laid  for  the  whole  width.  The 
hollows  of  the  sleepers  are  thoroughly  packed  with  concrete,  the 
upper  surface  of  the  sleepers  being  flush  with  the  concrete.  The 
concrete  is  composed  of  i  part  of  blue  lias  lime,  i  part  of  clean, 
sharp  sand,  and  4  parts  of  i  -inch  broken  stone  or  of  clean  gravel. 
On  a  i-inch  bed  of  sand  the  paving  sets,  of  granite,  5  inches  deep, 
are  bedded  and  rammed  home  level  with  the  rails,  between  the 
rails,  and  for  a  width  of  18  inches  outside  the  line  at  each  side. 
The  stones  are  laid  dry  with  interspaces  of  1  to  f  inch  wide,  and 
well  packed  with  clean  pebbles,  from  |  to  f  inch  in  diameter,  and 
grouted  flush  with  Portland  cement.  The  paving  is  covered  with 


KERR'S  SYSTEMS. 


277 


a  layer  of  sharp,  clean  sand.  The  spaces  at  the  side  of  the  rails 
are  likewise  filled  with  pebbles  and  grouting. 

Subjoined  are  particulars  of  the  quantities  per  mile  (single  line, 
Ipswich  Tramway,  3!^  feet  gauge,  1880)  ; — 

Bessemer  steel  rails,  58  lbs.  per  yard  ....  91  tons. 

Wrought-iron  sleepers  and  clips,  36.^  lbs.  per  yard  ,  -  57  >> 

Wrought-iron  fish-plates  .  .  .  .  .  .  2^  ,, 

,,  ,,  bolts  and  nuts  ......  i  >> 

151 

Excavation,  1,045  cubic  yards. 

Concrete  440  ,, 

Granite  paving,  3,670  square  yards. 


Woolwich  and  Plumstead  Tramway,  1881. 

The  materials  and  construction  of  the  Woolwich  and  Plumstead 
Tramway,  3P  feet  gauge,  under  the  direction  of  the  engineer,  Mr. 
Thomas  Floyd,  are  the  same  as  those  of  the  Ipswich  Tramway, 
with  the  exception  that  in  the  former  bituminous  grouting  was 
employed,  and  Portland  cement  concrete,  6  inches  deep,  was 
laid. 

The  following  ])articulars  show  the  quantities  and  costs  per 


mile  (single  line,  Woolwich  and  Plumstead 

Tramway,  3 

^  feet 

gauge,  1881 )  ; — 

S. 

d. 

S, 

d. 

Way  (as  in  the  Ipswich  Tramways),  15 1 

tons,  1,760  lineal  yards 

© 

0  15 

4 

G349 

6 

8 

Excavation,  1,270  cubic  yards 

y  y 

0  3 

0 

190 

10 

0 

Portland  cement  concrete,  600  cubic 

yards  ....... 

y  y 

0  15 

o 

495 

0 

0 

Cost  of  way  .... 

2,034 

16 

8 

Paving,  3,670  square  yards,  granite  sets 

y  y 

0  10 

0 

1,835 

0 

0 

Bituminous  grouting,  3,670  square  yards 

'  y 

0  2 

0 

0 

412 

17 

6 

Cost  of  paving 

• 

• 

• 

2,247 

17 

6 

Cost  of  way  and  paving 

. 

. 

. 

;^4,282 

14 

2 

278 


CONSTRUCTION  OF  TRAMWAYS. 


Kerr’s  Second  System. — Alford  and  Sutton  Steam 

T  RAMWAYS. 

In  this  tramway,  (Fig.  116),  girder  rails,  4-I  inches  high,  weighing 
45  lbs.  per  yard,  are  laid  to  2^  feet  gauge,  on  transverse  concrete 


Fig.  1 14.  Alford  and  SuUon  Steam 
Tramways  :  Section  of  Rail, 
Sleeper,  and  Fastening.  Scale 


Fig.  1 15.  Alford  and  Sutton  Steam 
Tramways :  Sleeper  and  Fasten¬ 
ing.  Scale  about  -J-. 


sleepers  3  feet  apart  between  centres.  Steel  tie-plates,  i  inch 
thick,  are  laid  on  and  imbedded  in  the  sleepers.  The  road  is 


Fig. 1 16. 


Alford  and  Sutton  Steam  Tramways  :  Cross  Section.  Scale  7, A. 


macadam.  There  is  no  paving,  except  at  passing  places,  where 
4-inch  cubes  were  laid. 

This  line  is  now  closed.  It  was  worked  with  steam  locomotives 
weighing  iiF  tons,  when,  it  is  stated,  it  bore  the  weight  of  the 
traffic  perfectly. 


KERR'S  SYSTEMS. 


279 


Kerr’s  Third  System. — Bucharest  Tramway;  Madrid 

Tramway. 

This  way  (Fig.  1 17  )  is  laid  with  girder  rails,  5  inches  high,  weigh- 


Fig.  117.  Bucharest  Tramways  ;  Madrid  Tramways  :  Cross  Section. 


Fig.  1 18.  Bucharest  Tramways  ;  Madrid  Tramway^s  : 
Section  of  Rail  and  Fastenings.  Scale  T 


ing  60  lbs.  per  yard.  The  rails  are  laid  on  timber  sleepers,  8  inches 
by  4  inches  deep,  placed  9  feet  apart,  in  a  macadam  road. 


CHAPTER  XXV. 


SPECIAL  TRAMWAYS. 

Glasgow  Harbour  Tramway. 

Tramways  suitable  for  goods-yard  traffic,  consisting  of  two  cast- 
iron  tram-plates  and  iron  paving  between  them,  have  been  down 
in  the  Devonshire  Street  Station  of  the  Great  Eastern  Railway, 
London,  for  upwards  of  30  years. 

A  cast-iron  tramway^  bedded  in  concrete,  chiefly  designed  for 


Fig.  119.  Glasgow  Harbour  Tramway: — System  of  Messrs.  Ransome, 

Deas,  &  Rapier.  Scale  -E. 


Street  or  dock-lorrie  traffic,  was  patented  in  December,  1869,  by 
Messrs.  Ransome,  Deas,  &  Rapier.  A  tramway  on  this  system, 
4 1  miles  long,  was  laid,  in  1870,  on  the  Broomielaw  Quay,  at  Glas¬ 
gow.  It  is  adapted  for  both  flanged  and  unflanged  vehicles.  The 
way  consists  of  hollow  rectangular  blocks  of  cast  iron.  Figs.  119 
and  120,  5  feet  long,  10  inches  wide,  and  8^  inches  deep;  i  inch 
thick  at  the  top,  ^  inch  at  the  sides.  A  groove,  inches  wide, 
and  li  inches  deep,  is  formed  in  the  middle  of  the  upper  surface  of 


GLASGOW  HARBOUR  TRAMWAY. 


281 

the  block,  for  wheel-flanges.  The  upper  surface,  cast  on  a  chill, 
is  formed  with  grooves  on  each  side,  to  afford  a  foothold  for 
horses.  Recesses  at  the  ends  are  cast  to  receive  fish-plates,  which 
are  bolted  in  the  ordinary  manner.  The  blocks  are  entirely  filled 
with  concrete,  composed  of  7  parts  of  gravel  and  sand,  and  i  part 
of  Portland  cement,  well  punned,  and  allowed 
to  lie  three  or  four  days  to  set.  The  bottom 
was  prepared  like  that  of  an  ordinary  first- 
class  street  or  dock-road,  consisting  of  dry 
rubble,  and  two  lines  of  concrete  were  pre¬ 
pared  for  the  tram-blocks,  i  foot  10  inches 
wide,  and  6  inches  deep.  The  tramway 
blocks  were  then  turned  over,  and  were  fixed 
with  cement  to  the  bases  of  concrete. 

At  first,  it  seemed  desirable  to  have 
bottom  flanges  at  the  outsides  of  the 
blocks,  but  it  was  found  inconvenient  for  laying  the  paving 
sets.  Bottom  flanges  were  then  applied  to  the  insides ;  they 
answered  well,  but  for  the  sake  of  economy  of  material,  flanges 
were  entirely  dispensed  with,  and  the  tramway  blocks  con¬ 
structed  as  shown  in  the  illustrations  have  been  found  to  be  per¬ 
fectly  steady.  The  road  was  made  thoroughly  rigid ;  and  the 
blocks,  once  laid,  remained  there.  At  first,  cross  tie-bars  were 
used,  but  it  was  found  that  they  were  not  necessary,  for  the  blocks 
could  not  be  got  to  stir  even  when  it  was  required  to  move  them. 
In  a  few  instances,  where  it  was  necessary  to  have  the  blocks 
raised  for  laying  water-pipes  or  gas-pipes,  it  was  found  that  they 
had  stuck  to  the  concrete  beneath,  and  had  to  be  actually  cut  away. 

The  quantities  and  costs  for  this  system  of  tramway  are  as 
follows,  for  a  single  way : — 

Single  Line. 

Cast-iron  blocks,  406  lbs.  per  lineal  yard  of  2  rails;  or  319  tons 
per  mile. 

Concrete,  o'jo  cubic  yard  per  lineal  yard;  or  528  cubic  yards  per 
mile. 


Fig.  120.  System  of 
Messrs.  Ransome, 
Deas,  &  Rapier. 
Section  of  rail,  203 
lbs.  per  yard. 

Scale  -fio-. 


282 


CONSTRUCTION  OF  TRAMWAYS. 


Per  lineal  yard. 
£  s.  d. 

Cost  of  cast-iron  blocks,  in¬ 
cluding  fish-plates, and  bolts 
and  nuts  .  .  .  ,150 

Cost  of  concrete,  @  15s  6d, 
per  cubic  yard  .  .  .048 

Laying  .  .  .  .  .026 


Per  mile. 

£  s.  d. 


2,200  0  O 

410  13  O 

220  O  O 


12  2  .  .  ^"2,830  13  O 


To  this  is  to  be  added  the  cost  for  excavation  and  for  pavement. 


The  experience  of  this  tramway  at  Glasgow  has  been  very  satis¬ 
factory.  From  100  to  140  railway  waggons  pass  over  the  busiest 
part  of  the  tramway  daily.  Contractors’  locomotives  also  con¬ 
stantly  pass,  frequently  dragging  heavy  loads  upon  bogies  to  the 


6o-ton  crane.  The  highest  speed  of  the  railway  vehicles  is  about 
5  miles  per  hour,  and  of  the  street  lorries  6  miles  per  hour.  It  is 
notable  that,  when  horses  have  to  turn  off  the  tramway,  they 
return  to  it  of  their  own  accord.  From  the  report  of  Mr.  Deas, 
the  engineer  of  the  Clyde  Navigation,  it  appears  that  none  of 
the  cast-iron  blocks  have  been  broken,  and  that  the  chilled  sur¬ 
faces  are  now  in  as  good  condition  as  when  the  way  was  first  laid. 
It  was  originally  expected  that,  in  order  to  get  the  blocks  to  lie 
steady,  they  would  require  to  be  cast  in  lo-feet  lengths;  but  it 
was  found  not  to  be  necessary,  for  the  5 -feet  blocks  never  showed 
any  signs  of  movement. 

A  variety  of  the  same  kind  of  tramways  is  shown  on  Fig.  121, 
for  flanged  vehicles  only.  The  cast-iron  block  is  only  4  inches 
wide  at  the  surface,  and  it  is  formed  with  side  flanges  at  the 


GLASGOIV  HARBOUR  TRAAIIVAV. 


283 


bottom,  making  up  the  base  to  a  width  of 
9  inches.  The  edges  are  notched  at  intervals 
of  3  inches  or  4  inches  for  the  use  of  vehicles 
crossing  the  road.  The  blocks  are  filled 
with  concrete,  and  laid  with  cement  on  two 
lines  of  concrete,  6  inches  deep  and  18  inches 
wide.  The  quantities  and  costs  for  a  single 
way  are  as  follows  : — 

Single  Line. 

Cast-iron  blocks,  308  lbs.  per  lineal  yard  of 
two  rails  ;  or  242  tons  per  mile. 

Concrete,  I  cubic  yard  per  lineal  yard ;  or 
352  cubic  yards  per  mile. 

Per  lineal  yard.  Per  mile, 
s.  d.  £ 

Cost  of  cast-iron  blocks,  in¬ 
cluding  fish-plates,  bolts, 
and  nuts  .  .  .  .  0  19  o  1,672 

Cost  of  concrete,  @  i6s.  3d. 

per  cubic  yard  .  -0  3  3  286 

Laying  .  .  .  .023  198 

/A  4  6  /2,i56 

In  1871,  a  length  of  about  700  yards  of 
tramway  on  this  system  was  laid  in  the  gas- 
yard  of  the  Glasgow  Corporation.  The 
manager  reported  that  it  worked  very  well, 
had  not  required  any  repair,  and  had  not 
occasioned  any  trouble. 

The  tramways,  as  above  constructed  with 
cast-iron  blocks,  served  the  original  purpose 
very  well.  But  when  heavy  locomotives  were 
permitted  to  run  on  them  they  gradually  went 
to  pieces  and  were  superseded  by  a  new 
tramway  of  steel,  suited  for  the  heavy  traffic 
that  was  imposed  on  it.  A  steel  rail  tramway 


284 


CONSTRUCTION  OF  TRAMWAYS. 


was  designed  for  the  purpose  in  1887  by  Mr.  Deas’  son,  as  shown  in 
Figs.  122  and  123.  The  way  consists  of  a  heavy  double-headed  steel 
rail  with  a  steel  guard-rail,  carried  in  chairs  on  creosoted  cross 
sleepers,  2  feet  9  inches  apart  between  centres.  The  tops  of  the 
chairs  are  laid  flush  with  the  pavement,  and  thereby  prevent  much 
of  the  wear  that  would  otherwise  take  place  alongside  the  rail. 

Estimates  of  costs  per  mile  of  single  line  are  here  subjoined. 


Figs.  123.  Clyde  Navijjation,  Glasgow  Harbour  Tramways  : 

Chair.  Scale  -J. 


The  first  estimate  applies  to  a  line  constructed  on  the  new  road¬ 
way,  including  cost  of  excavation,  concrete  bottoming,  and  paving  ; 
whilst  the  second  estimate  is  for  a  line  laid  down  on  an  existing 
roadway.  The  sleepers  are  10  inches  wide,  5  inches  deep,  8  feet 
II  inches  long,  creosoted.  The  chairs  are  of  cast  iron,  spiked  to 
sleepers.  The  rails  are  of  steel,  single  headed,  weighing  80  lbs. 
per  lineal  yard,  in  lengths  of  32  feet.  They  are  fished  with  steel 


GLASGOIV  HARBOUR  TRAMWAY. 


285 


plates,  18  inches  long.  The  guard  rails  are  formed  with  bulbs, 
and  are  of  steel,  weighing  39‘9o  lbs.  per  lineal  yard.  The  ground 
is  excavated  to  a  depth  of  17^  inches  for  a  width  of  8  feet  ii 
inches,  for  a  single  line.  Concrete  is  made  with  Portland  cement 
6  inches  thick.  The  paving  or  causeway  is  of  granite  6  inches 
deep. 

CLYDE  NAVIGATION. 

Glasgow  Harbour  Tramways. 


Estimated  Cost  per  Mile  for  Single  Line. 


I. — For  Tramway  on  a  New  Roadway. 

£  s.  d. 

1.  Rectangular  sleepers  of  Baltic,  Riga, 
or  Windau  red-wood,  8  feet  ii  inches  x 
10  inches  x  5  inches,  creosoted  with 
2\  gallons  per  sleeper,  placed  about 

2  feet  9  inches  centres,  No.  1,980  .  @  o  3  b 

2.  Cast-iron  chairs,  58  lbs. each,  No.  3,960, 

102  tons  10  cwt,  2  qrs.  24  lbs.  .  .,,400 

3.  Wrought-iron  spikes  5I  inches  long  x 
I  inch  diameter,  fixing  chairs  to  sleepers, 
two  to  each  chair,  weighing  19^  oz.  each. 

No.  7,920,  4  tons  5  cwts.  o  qrs.  8  lbs.  .  7  ii  8 

4.  Single-headed  steel  rails,  80  lbs.  per 
lineal  yard,  in  lengths  of  32  feet,  125  tons 

14  cwts.  I  qr.  4  lbs.  . ,  5  19  6 

5.  Steel  fish-plates  for  80  lb.  rails,  18 
ins.  long,  22  lbs.  per  pair,  330  pairs,  3 

tons  4  cwts.  3  qrs.  8  lbs.  .  .  .,,600 

6.  Wrought-iron  bolts  and  nuts  for  fish¬ 
plates,  4  ins.  long  x  g  in.  diameter,  four 
to  each  pair  of  fish-plates,  5*20  lbs.  per 

set  of  four,  15  cwts.  i  qr.  8  lbs.  .  .  ,,  g  o  o 

7.  Steel  bulb  rails  39’90  lbs.  lineal  yard,  in 

lengths  of  32  feet,  62  tons  14  cwts.  .  ,,  10  10  o 

8.  Steel  fish-plates  for  bulb-rails,  18  ins. 
long,  8f  lbs.  per  pair,  i  ton  5  cwt.  3  qrs. 

4  lbs. 


£  s.  d. 


346  10  o 
410  2  10 


32  5  2 

751  2  10 


19  811 


61711 
658  7  o 


12 


o  o 


15  9  5 


286 


CONSTRUCTION  OF  TRAM  WAYS. 


CLYDE  NAVIGATION  {continued). 

£  s.  d. 

g.  Wrought-iron  bolts  and  nuts  for  bulb- 
rail  fish-plates,  2^  ins.  long  x  f  in.  dia-  ^ 
meter,  4  to  each  pair,  2‘20  lbs.  per  set 
of  four,  6  cwts.  2  qrs.  .  .  .  .@1200 

10.  Oak  keys,  5  ins.  x  2  ins.  x  2^  ins., 

No.  7,920,  per  1,000  .  .  .  .,,250 

11.  Cartage  of  rails,  188  tons  8  cwt.  i  qr. 

4  lbs.  .  .  .  .  .  .  .,,016 

12.  Labour  laying  sleepers,  chairs,  and 

rails,  lineal  yards  1,760  .  .  .  .,,010 

{£i  6s.  lod.  per  lineal  yard  for  materials 
and  laying.) 

Excavation,  including  carting  away,  5,280 
ft.  X  8  ft.  II  ins.  X  I7j ins.,  cubic  yards 

2,543 . ,,010 

Portland  cement  concrete,  9  to  i,  6  ins. 
thick,  5,280  feet  x  8  ft.  ii  ins.  x  bins. 

cubic  yards,  872 . ,,  o  10  o 

Granite  causeway  6  ins.  deep,  including 
bed  of  sand  and  grouting  joints  of  stones 
with  bitumen,  5,280  x  8  ft.  ii  ins.  less 
4  rails  (5f  4-  5b  =  io|)  ;  square  yards, 

4>705’05 . ,,090 

Concrete  bottoming  betw^een  sleepers. 

5,280  ins.  less  sleepers  1,980  @  10  ins.  wide 
1,650 


£  s.  d. 


3  18  o 
17  16  5 
14  2  7 

88  o  0 


127  3  o 


436  o  0 


2,117  9  6 


3,630  ins.  X  8  ft.  II  ins.  x  4^  ins.  ;  cubic 

yards,  449-54 . ,,  o  10  o  224  15  4 


Cost  per  lineal  yard  . 

I  13  0  2,905  7  10 

Total  cost  per  lineal  yard  . 

2  19  10  ^5,269  8  II 

IL — For  Tramway  on  a7i  Existing  Roadway . 


Tramway  materials  and  laying  . 
Cost  per  lineal  yard  . 


I  610 


2,364  I  I 


BEL  FAST  HA  RBO  UR  TRA  M  U  ^A  Y. 


287 


CLYDE  NAVIGATION  {cojitimied). 

£  s.  cl. 

Lifting'  and  relaying  granite  causeway,  6 
ins.  deep,  and  grouting  with  bitumen, 

5,280  ft.  X  8  ft.  II  ins.  less  4  rails,  io|  ins. 
o  io| 

8 

square  yards  4, 705 '5  .  .  .  .  @  o  2  10 

Preparing  bottoming,  5,280  ft.  x  8  ft.  ii 
ins.;  square  yards  5,23 1^  .  .  .,,006 

Concrete  bottoming  between  sleepers, 

5,280,  less  sleepers  1,980  @  10  ins.  wide. 

1,650 

3,630  ft.  X  8  ft.  II  ins.  X  4^  ins.  ;  cubic 

yards,  449’ 54 . 0100 


£  «•  <1. 


666  12  3 

130  15  6 


224  15  4 


Cost  per  lineal  yard  . 
Total  cost  per  lineal  yard 


on  7  1,022  3  I 
I  18  5  ;^3G86  4  2 


Belfast  Harbour  Tramway. 

A  single  line  of  tramway,  specially  designed  for  the  traffic,  was 
laid,  in  1869,  on  the  quays  at  Belfast  Harbour,  under  the  superin¬ 
tendence  of  Mr.  Lizars,  the  engineer  to  the  Harbour  Commis¬ 
sioners.  It  was  opened  in  January,  1870.  It  was  a  single  line, 
with  sidings.  It  consisted  of  two  longitudinal  sleepers  of  pitch 
pine,  or  of  Memel  timber,  9^  inches  wide  and  7  inches  deep.  Fig. 
124,  upon  which  an  ordinary  iron  bridge  rail,  4  inches  deep,  and 
weighing  80  lbs.  per  yard,  was  laid  and  fastened  with  spikes 
through  the  flanges.  A  check-rail  of  L  section,  also  4  inches 
deep,  weighing  39  lbs.  per  yard,  was  laid  and  spiked  alongside  the 
bearing  rail,  upon  the  same  sleeper,  leaving  an  interval  or  groove 
of  a  width  of  if  inches.  The  ground  was  excavated  with  trenches 
for  the  sleepers,  which  were  bedded  upon  gravel  or  on  ashes. 
The  pavement  consisted  of  oblong  sets,  7  inches  deep,  on  a  bed 
of  sand  grouted  with  lime,  abutting  on  the  sleepers. 

It  is  apparent  that,  on  this  system,  wide  vacancies  were  created 


288 


CONSTRUCTION  OF  TRAMWAYS. 


between  the  rails  and  the  pavement,  2\  inches  at  each  side;  these 
vacancies  were  fdled  with  concrete  flush  with  the  pavement.  But 
there  was  a  want  of  stability  in  the  combination.  It  was  very 
liable  to  get  out  of  order ;  the  check  rail,  no  matter  how  tightly 


Fig.  124.  Belfast  Harbour  Tramway  : — Lizar’s  System.  Scale 

spiked  to  the  sleepers,  being  easily  pressed  and  moved  inwards 
against  the  non-resistant  concrete ;  and  the  groove  was  thus 
widened  to  an  extent  which  made  it  dangerous  for  traffic. 


Fig.  125.  Belfast  Harbour  Tramway  : — Salmond’s  System.  Rail,  70  lbs. 

per  yard.  Scale 

A  better  system  was  subsequently  designed  and  employed  by 
Mr.  T.  R.  Salmond,  the  present  engineer  to  the  Commissioners, 
for  extension  and  for  replacements  of  portions  of  the  line.  A 
single  iron  rail.  Fig.  125,  weighing  70  lbs.  per  yard,  was  substituted 


BELFAST  HA BO  [/R  TRAAflVAV. 


289 


for  the  combined  bridge  rail  and  check-rail.  It  is  6  inches  wide, 
formed  with  a  groove  inches  wide  and  if  inches  deep,  and  a 
raised  bearing  surface  at  one  side  of  the  groove.  The  average 
thickness  is  about  f  inch.  It  is  fastened  by  |-inch  vertical  spikes, 
ragged,  with  countersunk  heads,  to  a  longitudinal  sleeper,  6  inches 
square,  at  intervals  of  3  feet,  except  at  the  joints,  where  it  is 
fastened  by  i-inch  bolts  and  nuts.  The  nuts,  at  the  under  side, 
are  screwed  up  on  a  fish-plate  of  iron  of  the  width  of  the  sleeper, 
12  inches  in  length  and  ^  inch  thick.  The  longitudinal  sleepers 
are  laid  on  and  spiked  to  cross  sleepers  of  larch,  9  feet  in  length, 
laid  at  distances  of  4  feet  between  centres. 


P'lG.  126.  Belfast  Harbour  Tramway  : — System  adopted  for  sharp  curves. 

Scale, 

The  pavement  consists  of  sets,  6  inches  deep,  3f  to  4  inches 
wide,  and  from  8  to  1 2  inches  long,  laid  close  to  the  sleeper  and 
rail  at  each  side. 

In  the  construction  of  sharp  curves,  the  combination.  Fig.  126, 
is  applied,  consisting  of  a  bridge-rail,  laid  on  a  longitudinal 
sleeper,  6  inches  square,  and  a  flat  plate,  f  inch  thick,  6T  inches 
deep,  spiked  to  one  side  of  the  sleeper,  forming  a  if -inch  groove. 
The  rail  of  the  section  here  shown  lends  itself  to  the  formation  of 
curves  more  readily  than  the  solid  wide  rail  used  for  the  straight 
portion  of  the  line.  It  may  be  noted,  too,  that  the  lateral  slab 

U 


2go 


CONSTRUCTION  OF  TRAMWAYS. 


which  is  placed  as  a  check -rail  may  be  more  firmly  fixed  to  the 
sleeper  than  the  check  rail  used  in  the  earlier  design. 

The  new  rails  were  ordered  in  1873,  with  a  flat  surface,  and 
were  partially  used  for  constructing  100  yards  of  way,  in  1875,  of 
which  50  yards  was  laid  in  replacement  of  a  portion  of  the  old 
line.  The  remainder  was  used  for  traversing  steam  cranes  along 
the  quays.  In  1875  new  rails  were  ordered,  having  a  raised  sur¬ 
face;  they  were  laid  on  the  new  Queen’s  Quay.  The  newlines 
gave  great  satisfaction  ;  it  was  reported  that  they  laid  solidly,  and 
the  fastenings  kept  tight  under  the  traffic  of  the  railway  wagons 
and  locomotives  by  which  they  were  traversed.  The  permanency 
of  the  fastenings,  it  is  clear,  was  due  to  the  disposition  by  which 
they  were  placed  entirely  out  of  the  range  of  the  wheels'. 

The  prices  paid  for  the  materials  of  the  new  way  were  as 
follows  :  — 


Rails,  70  lbs.  per  yard,  delivered  . 

£ 

7 

s, 

10 

d. 

0 

per  ton. 

Longitudinal  sleepers,  6  inches  square, 

cut  from  log,  including  the  labour  of 

laying ....... 

0 

3 

0 

per  cubic  foot. 

Larch  cross-sleepers,  9  ft.  long 

0 

3 

0 

each . 

Square  setting  ..... 

0 

8 

0 

per  square  3^ard 

Switches  and  crossings  .... 

13 

0 

0 

per  set. 

Guinness’s  Brewery  Tramways,  Dublin. 

The  transport  of  goods  and  materials  in  Guinness’s  Brewery  is 


Fig.  127.  Guinness’s  Brewery  Fig.  128.  Guinness’s  Brewery  Tramways : 
Tramways:  Section  of  Section  of  Rail.  Scale  ’ 

Rail.  Scale 

effected  by  means  of  a  double  system  of  tramways  :  a  tramway  of 


GUINNESS'S  BREIVERY  TRAMIUAYS. 


291 


5  feet  3  inch  gauge — the  standard  Irish  gauge — and  a  tramway  of 
22  inch  gauge,  for  the  work  of  transport  ^within  the  brewery,  and 
for  communication  between  the  higher 
and  lower  premises.  For  the  narrow- 
gauge  lines  the  first  rails  were  of  iron, 
weighing  16  lbs.  per  yard.  The  weight 
has  been  increased  to  46  lbs.  per  yard 
in  the  present  steel  rails,  shown  in 
Fig.  127.  The  tram  rail,  Fig.  128,  forms 
by  far  the  greater  part  of  the  system  ; 
it  is  of  iron,  weighing  56  lbs.  per  yard, 
and,  as  in  Fig.  1 29,  is  fastened  to  rebated 
longitudinal  timbers,  which  are  laid  on 
cross-sleepers.  In  some  cases  they  are 
laid  directly  upon  concrete,  and  wrought- 
iron  cross-ties  are  used.  The  most 
recently-constructed  portion  was  laid 
with  steel  girder  rails,  weighing  76  lbs. 
per  yard,  as  in  Fig.  130,  laid  on  cross¬ 
sleepers.  The  foot  of  the  rail  is  made 
narrow,  in  order  to  allow  of  its  being 
easily  bent  to  small  radii.  As  there  is 
horse  traffic  over  the  broad-gauge  rails, 
these  are  grooved  as  in  Fig.  13 1,  and 
the  wagons  run  on  the  wheel  flanges, 
in  the  grooves,  thus  keeping  the  tread 
of  the  wheel  well  clear  of  the  pavement, 
and  avoiding  the  use  of  a  guard  rail. 

The  total  length  of  the  line  and  sidings 
is  about  5^  miles. 

For  switches,  the  tongued  point,  as 
used  on  tramways,  has  been  adopted 
for  tram  -  lines,  and  the  crossings, 
when  very  close  to  one  another,  are 
made  of  cast- steel  rails,  bolted  upon 
a  cast-iron  plate,  with  a  wood  liner  between. 


u  2 


292 


CONSTRUCTION  OF  TRAMWAYS. 


The  cost  of  laying  the  narrow-gauge  line,  of  22-inch  gauge, 
amounted  to  ^£‘4,070  per  mile,  or  ^2  6s.  3d.  per  lineal  yard. 
For  this  sum  is  included  the  tram  rails  fastened  to  rebated  longi¬ 
tudinal  sleepers,  laid  on  cross-sleepers,  bedded  in  concrete  for  the 
depth  of  the  cross-sleepers,  and  ballasted  up  with  gravel,  paved 
with  Welsh  sets  between  the  rails  and  for  an  outer  width  of 
18  inches  at  each  side  ;  including  all  points,  crossings,  and  curves, 
of  which  there  are  many.  The  rails  were  specified  to  be  capable 


Fig.  130.  Guinness’s  Brewery  Tram¬ 
ways  :  Section  of  Rail,  22-inch 
gauge.  Scale 


Fig.  13 1.  Guinness’s  Brewery  Tram¬ 
ways  ;  Section  of  Rail,  5I  feet 
gauge.  Scale 


of  being  bent  to  a  curve  of  10  feet  radius  without  fracture,  the 
width  of  the  rail  being  in  the  plane  of  curvature. 


1  RAMWAY  IN  HoRWICH  LOCOMOTIVE  WORKS,  LANCASHIRE  AND 

Yorkshire  Railway. 

Several  miles  of  tramway  have  been  designed  and  laid  at  Horwich 
locomotive  works  by  Mr.  John  A.  F.  Aspinall,  to  a  gauge  of 


EDGE'S  WAY. 


293 


18  inches,  with  foot-rails  weigh¬ 
ing  26  lbs.  per  yard,  according 
to  the  section,  Figs.  132,  133, 
and  134.  The  base  of  the  rail 
is  2 1  inches  wide,  and  the  rail 
stands  2^  inches  high.  The 
head  is  if  inches  wide,  the  web 
is  iV  inch  thick,  the  rail  is  laid 
on  longitudinal  timber  sleepers, 
7  inches  wide,  3f  inches  deep. 
The  rails  are  spiked  to  the 
sleepers  as  shown  in  Fig.  134, 
and  they  are  fished  at  the 
joints  by  a  slipper-plate  formed 
out  of  a  flat  plate  f  inch 
thick. 


Edge’s  Way. 

Mr.  C.  A.  Edge  patented, 
November  30,  1877,  a  system 
of  tramway,  Figs.  135  and  136, 
without  grooves  in  the  rails. 
The  rails,  hollow  in  section, 
are  perforated  at  the  surface 
with  holes,  either  round  or 
oval,  at  equal  intervals,  into 
which  corresponding  studs 
fastened  to  the  wheels  of  the 
car  enter  in  succession  as  the 
car  advances.  By  this  means  the 
wheels  are  kept  on  the  track, 
without  the  aid  of  flanges  and 
grooves.  The  studs  are  applied 
only  to  the  wheels  at  one  side 
of  the  car.  Any  impediments 


Figs.  132,  133,  134.  Tramway,  Hor- 
wich  Locomotive  Works  :  Rail 
and  Fastenings.  Scale  f . 


CONSTRUCTION  OF  TRAMWAYS. 


294 

lodged  in  the  holes  are  crushed  or  are  squeezed  out  by  the  action 
of  the  studs.  An  experimental  piece  of  tramway  of  this  kind,  in 
the  form  of  the  figure  8,  a  quarter  of  a  mile  in  length,  was  laid 


down  at  Birmingham,  and  was  traversed  by  a  car  built  for  the 
purpose.  The  car,  it  is  stated,  travels  at  a  speed  of  1 2  miles  per 


Fig.  136.  Edge’s  Way.  Side  view  of  Wheel.  Scaled- 


hour,  without  leaving  the  rails,  whilst  a  passenger  would  be  unable 
to  detect  any  difference  between  the  running  of  this  car  and  that  of 
an  ordinary  car  with  flanged  wheels  on  grooved  rails. 

The  Edge  system  was  laid,  with  cast-steel  rails,  70  lbs.  per 


EDGE'S  M^AV. 


295 


yard,  for  a  length  of  three  miles  in  the  City  of  Brunswick,  in 
1879 — one-third  of  the  length  consisting  of  curves  of  from 
40  to  no  feet  radius.  The  first  route,  miles  in  length,  was 
opened  in  October,  1879,  remaining  length  of  miles  in 

1880.  It  is  reported  that,  in  the  month  of  December,  1879,  when 
snow  and  frost  prevailed,  the  system,  it  was  found,  could  safely  be 
used  during  weather  which  would  have  stopped  running  on  other 
systems  of  tramway.  The  cars,  it  is  said,  run  with  as  little  resis¬ 
tance  as  those  on  ordinary  ways.  In  March,  1881,  it  was  reported 
that  during  the  previous  eighteen  months,  upwards  of  50,000 
journeys,  amounting  to  about  100,000  miles  run,  were  performed 
without  any  extraordinary  wear  of  either  the  wheels  or  the  rails. 
It  is  stated  by  the  City  Surveyor,  that  “  the  rails  with  holes  have 
offered  no  interference  whatever,  either  to  heavy  or  to  light 
vehicles,  nor  to  foot  traffic ;  ”  and  it  was  remarked  by  a  local 
newspaper  that  ‘‘  the  cars  move  along  with  the  same  quiet  ease 
and  smoothness  as  in  the  old  system,  and  the  friction  is  apparently 
less.” 


CHAPTER  XXVI 


SUPPLEMENTARY. — ON  FOREIGN  TRAMWAYS. 

Paris. 

When  M.  Loubat  returned  to  Paris  from  America,  he  introduced 
his  system,  slightly  modified,  Figs.  137  and  138,  and,  in  1853,  laid 
a  line  of  tramway  in  Paris,  from  the  Place  de  la  Concorde  to  Passy, 
in  the  Avenue  de  la  Reine.  This  was  the  first  horse  tramway  laid 


Fig.  137.  Loubat's  Tramway: —  Fig.  138.  Section  of  LoubaTs  Rail, 

Section  of  Rail  and  Sleeper.  38  lbs.  per  yard.  Scale  F 

Scale  -1. 


in  France.  It  was  laid  to  a  gauge  of  i'54  metres,  or  5  feet  b  inch. 
The  rail  was  of  a  semi-hexagonal  section  at  the  lower  side,  to  rest 
upon  a  wood  sleeper,  which  was  chamfered  to  receive  it,  and  upon 
which  it  was  spiked  diagonally  through  the  sides.  A  fish-plate  of 
iron,  6  inches  long  and  f  inch  thick,  was  laid  under  each  joint. 
The  rail  weighed  19  kilogrammes  per  metre,  or  38  lbs.  per  yard. 
It  was  3  inches  wide  at  the  surface;  the  groove  was  il  inches 


PARIS  TRAAIWAYS. 


297 


wide  and  ^  inch  deep;  whilst  the  tread  was  only  i^-  inches 
wide.  The  longitudinal  sleepers  were  4  inches  wide  by  6  inches 
deep,  and  were  laid  upon  transverse  sleepers  6  inches  wide  and 
4  inches  deep,  placed  at  2  metres,  or  6  feet  7  inches  apart,  be¬ 
tween  centres.  The  transverse  sleepers  were  notched  to  receive 
the  longitudinals,  which  were  fixed  into  them  by  wood  keys.  The 
spikes  proved  to  be  insufficient  as  fasteners,  for  they  were  either 
broken  or  pulled  out,  probably  for  want  of  a  good  bearing  on  the 
sleeper,  on  which,  it  is  manifest,  the  rail  must  have  been  displaced 
by  the  eccentric  pressure  of  the  load. 

This  rail  was  laid  by  the  Compagnie  Generale  des  Omnibus, 


Fig.  139.  Section  of  Rail,  bciween  Fig.  140,  Seciiou  of  Rail,  to  replace 
Sevres  and  Versailles,  32  lbs.  Sections,  Figs.  138  and  139: — 46 
per  }  ard.  Scale  k  lbs.,  per  yard.  Scale 


on  the  lines  from  the  Place  de  la  Concorde  to  Sevres  and  to 
Boulogne. 

The  next  section  employed.  Fig.  139,  was  that  of  the  tram  rails 
laid  by  a  private  company  between  Sevres  and  Versailles.  The 
rail  weighed  16  kilogrammes  per  metre,  or  32  lbs.  per  yard;  it  was 
hollowed  at  the  lower  surface,  for  the  sake  of  economy  of  material. 

These  rails,  Figs.  137,  138,  and  139,  according  to  M.  Goschler,"' 
lasted  ten  years.  At  the  end  of  this  period  the  rolling  surface  had 
worn  so  much  that  the  flanges  of  the  car-wheels  lodged  on  the  bottom 
of  the  grooves.  A  rail.  Fig.  140,  of  a  heavier  section,  weighing 

*  “  Les  Chemins  de  Fers  Necessaires,”  in  the  Compfes  Rciidus  de 
la  Socdte  des  Inghiieurs  Civils,  1873. 


zgS  CONSTRUCTION  OF  TRAMWAYS. 

46  lbs.  per  yard,  calculated  to  last  20  years,  was  employed  to 
replace  the  lighter  rails.  A  similar  rail.  Fig.  141,  was  laid  by 
the  Omnibus  Company  on  the  route  between  the  Arc  de  I’Etoile 
and  the  Trone,  on  the  Tramways  Nord.  It  was  4  inches  wide,  and 
2 *16  inches  deep,  and  had  a  groove  i finches  wide.  It  was  fixed  on 
a  longitudinal  wood  sleeper,  like  its  predecessor,  by  vertical  bolts, 
through  the  bottom  of  the  groove,  with  countersunk  heads  and 
nuts.  The  rails  were  rolled  in  lengths  of  6  metres,  or  nearly 


I IG.  141.  Section  of  Rail  and  Fastening,  Tramways  Nord,  46  lbs.  per  yard. 

Scale  f. 

2  0  feet,  and  they  were  fished  at  the  joints  with  iron  plates,  formed 
to  fit  the  lower  surfaces  of  the  rails. 

It  was  early  assumed  that  transverse  sleepers  were  not  necessary, 
and  they  were  dispensed  with  as  the  lines  came  under  repair. 
Cross  tie-bars  of  wrought  iron  were  employed  instead  of  the 
sleepers,  but  even  these  were,  after  a  time,  abandoned.  When  the 
lines  were  laid  in  macadam,  without  any  paving,  the  cost  of  main¬ 
tenance  was  very  great,  due  to  the  practice  of  the  running  of 
ordinary  vehicles  on  the  track  of  the  tramway.  A  continual  supply 
of  nev/  macadam  was  required  for  a  width  of  10  inches  on  each 
side  of  the  rails,  and,  of  course,  the  perpetual  renewal  of  loose 
stone  led  to  a  greater  increased  resistance  on,  and  wear  of  the 


PARIS  TRAMWAYS. 


299, 


tramway,  occasioned  by  the  detritus  of  the  covering  at  the  sides. 
To  avoid  such  serious  objections,  the  Omnibus  Company  replaced 
the  macadam  by  paved  margins  next  the  rails  in  the  outer  portions 
of  the  system,  and  by  a  general  paving  on  the  lines  within  the 
city. 

Though  it  appears  that  the  first  line  of  tramway  laid,  that  of 
M.  LOubat,  was  laid  to  a  gauge  of  1-54  metres,  or  5  feet  Y  inch, 
the  tramways  subsequently  constructed  were  laid  to  the  railway 
gauge,  I  '44  metres,  or  4  feet  8^  inches  ;  or  to  i  *43  metres,  or 
4  feet  8^  inches.  Uniformity  of  gauge  was  adopted  with  a  view  to 
establishing  communications  between  the  railway  goods -stations. 
The  expectation  was  futile. 

The  schedule  of  prices,  adopted  in  1867,  for  laying  the  tram¬ 
ways  in  macadam  roads,  according  to  M.  Goschler,  was  as 
follows : — 


Tramways  in  Paris. — Schedule  of  Prices,  1867. 


Rails,  drilled  with  10  countersunk  holes, 

Francs. 

s.  d. 

per  100  kilogrammes  .  .  .  .  @ 

'  26 

10 

8  0  per  ton. 

Bolts  or  fishes,  per  100  pieces  .  .  ,, 

Oak  sleepers,  longitudinal,  6  inches  by 

22 

0 

17  5 

8  inches,  per  stere  .  .  .  .  ,, 

Broken  mill-stone  (macadam)  per  cubic 

134 

0 

3  0  cubic  ft. 

metre  .  .  .  .  .  .  . 

12 

0 

7  3  cubic  yd. 

Sand,  per  cubic  metre  .  .  .  .  ,, 

3 

0 

I  10 

Labour,  per  hour  .  .  .  .  .  ,, 

o’35 

3 '3 2  per  hour. 

One-horse  cart,  per  hour  .  .  .  ,, 

I 

0 

0  ,, 

On  the  basis  of  these  prices,  the  cost  per  yard  of  the  construc¬ 
tion  of  a  single  line  of  tramway  with  the  46 -lb.  rails.  Fig.  141,  was 
as  follows : — 

Cost  per  yard,  Single  Line. — Rails  46  lbs.  per  Yard. 

s.  d. 

Rails . 8  8 

Longitudinal  sleepers  ....  2  io'8 

Shaping  the  sleepers .  .  .  .  .  087 

Carried  forward  12  3.5 


300 


CONSTRUCTION  OF  TRAMWAYS. 


Cost  per  Yard  {contmiced'). 


Brought  forward 

s. 

12 

d. 

3 ‘5 

Bolts  .... 

• 

0 

77 

Fishes 

• 

0 

5*1 

Washers  . 

•  •  •  • 

0 

07 

Excavation 

•  •  •  • 

0 

6*6 

Fitting  together 

•  •  •  • 

0 

17 

Laying  and  packing  . 

0 

5*^ 

Land  .... 

0 

17 

Broken  stone 

•  •  •  • 

0 

87 

Watering  and  rolling. 

• 

0 

2'2 

Watching  and  general  expenses 

0 

8-3 

Total 

or,  ^1,437 

6s.  8d.  per  mile. 

16 

4 

The  rail  adopted  for  the  Tramways  Nord,  in  the  Avenue  de  la 
Grande  Armee,  is  shown  in  Fig.  142. 

The  section  of  rail  which  was  next  laid  by  the  Tramways  Nord, 
in  1873,  1^^^  macadam  road  between  the  Porte  Maillet  and  the 


Fig.  142.  Section  of  Rail  in  the  Fig.  143.  Section  of  Rail,  Avenue  de 
Avenue  de  la  Grande  Armee.  Neuilly,  60  lbs.  per  yard.  Scale 

Scale 


Pont  de  Neuilly,  is  shown  in  Fig.  143,  adopted  from  English 
practice.  The  weight  of  the  rail  is  60  lbs.  per  yard  ;  it  is  bolted 
down  through  the  grooves  to  longitudinal  sleepers  of  oak,  4  inches 
wide  and  6  inches  deep,  laid  on  transverse  sleepers,  6  inches  wide 
and  3^  inches  deep,  placed  at  distances  of  5  feet  apart  between 


PARIS  TRAMWAYS. 


301 


centres.  The  cost  of  this  way  per  mile  of  single  line  is  estimated 
at  ;£‘i,4i8,  including  the  cost  of  rails,  cast-iron  joint  chairs,  and 
brackets,  bolts,  sleepers,  laying  the  way,  watching,  and  sundry 
expenses.  Though  the  section  of  rail  was  copied  from  English 
practice,  it  appears  that  the  valuable  function  of  the  flanges,  in 
superseding  with  side  fastenings  the  vertical  holding  bolts,  was  not 
apprehended. 

The  whole  cost  of  construction  of  the  Tramways  Nord  of  Paris 
is  given  in  an  Addenda- Dunod,  1877,  from  which  the  following 


summary  is  deduced  : — 

Tramways  Nord. — Cost  per  Lineal  Yard 

OF 

Double 

ON  A  Paved  Road. 

£ 

s.  d. 

Lifting  pavement  and  excavation  . 

0 

2  2 

Paving . 

I 

7  7 

Way  ....... 

I 

15  7 

jQi 

5  4 

Ob  ii5.750  per  mile. 

From  the  balance-sheet  of  the  company  it  appears  that  the 
total  capital  expenditure  on  these  tramways  amounted  to  1,900 
per  mile. 

Mr.  Oppermann  gives  an  analysis  of  the  cost  of  working  the  line 
between  St.  Germain-des-Pres  and  Montrouge,  a  part  of  the 
Tramways  Sud,  in  Paris.  The  line  is  3*12  miles  in  length.  One 
car  makes  20  trips  in  16  hours  per  day,  and  runs  (3’i2  x  20  =) 
62*40  miles  per  day.  Each  car  contains  16  passengers  inside, 
18  on  the  roof,  and  10  on  the  platforms;  in  all,  44.  Each  car 
is  drawn  by  two  horses,  relieved  four  times,  making  10  horses 
for  each  car. 

Francs. 

One  horse  costs  per  day  for  fodder  4 ‘50 

Shoeing,  stabling,  attendance,  renewal,  (See.  i*oo 

Total  for  one  horse  .  .  .  5*50 

Horse  labour  per  car  per  day  (5 *50  x  10)  .  55 'oo 

,,  ,,  per  mile  run  *88  franc,  or  8*37 

pence. 


302 


CONSTRUCTION  OF  TRAMWAYS. 


The  system  of  tramway  adopted  and  put  in  execution  by 
M.  Francq,  for  the  Versailles  Tramways,  in  1875,  is  illustrated  by 
Figs.  144,  145,  and  146,  with  rails  on  a  timber  substructure  of 


Fig.  144. 


Fig.  145.  Versailles  Tramways  : — Rail,  &€.,  by  M.  Francq.  Scale  T 


Fig.  146.  Section  of  Versailles  Rail,  30^  lbs.  per  yard.  Scale  ^ 


longitudinal  sleepers  laid  upon  transverse  sleepers.  The  rail  weighs 
30T  lbs.  per  yard,  it  is  of  a  section  comparatively  shallow,  if  inches 
deep,  and  about  3  inches  wide  at  the  surface.  It  is  rolled  with  two 


PA2<JS  7'RAMIVA  VS. 


303 


fillets,  one  at  each  side,  projecting  inch,  and  making  a  total 
width  of  3 A-  inches.  The  rolling  surface  was  iTe  inches  wide, 
and  the  groove  is  inches  wide;  the  lower  surface,  under  the 
tread,  is  hollowed,  and  receives  in  the  hollow  a  corresponding 
section  of  the  longitudinal  sleeper,  which  is  rebated  to  fit  the  rail. 
The  longitudinal  sleepers  are  of  fir,  creosoted ;  they  are  3  inches 
wide  and  7  inches  deep,  under  the  soles  of  the  rails.  They  are 
slightly  inclined  inwards,  at  an  angle  of  i  in  20,  and  laid  upon 
transverse  sleepers  of  oak,  6  inches  wide  and  3I  inches  deep, 
placed  at  distances  of  5  feet  apart  between  centres. 

The  fastenings  are  peculiar.  The  lateral  fillets  of  the  rails  are 
notched  at  intervals  of  i  metre,  or  40  inches,  between  centres,  to 
receive  the  two  ends  of  an  iron  strap,  which  is  doubled  under  the 
sleeper,  the  ends  being  correspondingly  notched  to  enter  the 
notches  in  the  fillets,  and  take  a  bearing  upon  the  fillets.  The 
ends  of  the  strap  are  fixed  in  position  by  a  bolt  and  nut  through 
the  sleeper,  and  the  strap  is  tightened  by  a  hardwood  wedge, 
driven  in  under  the  sleeper. 

The  longitudinal  sleepers  are  secured  to  the  transverse  sleepers 
by  means  of  a  piece  of  iron  plate,  bolted  to  one  side  of  each 
cross-sleeper,  and  cut  out  and  flanged  to  receive  the  longitudinal 
sleeper,  which  is  spiked  to  it. 

The  objections  to  this  system  are,  that  the  fastening  of  the 
longitudinal  to  the  transverse  sleeper  is  in  sheer,  and  is  not 
durable ;  that  the  rail  is  too  shallow,  and  is  weak ;  that  the  means 
of  lateral  resistance  of  the  rail  to  displacement  upon  the  sleeper 
is  insufficient ;  that  the  lateral  fillets  represent  a  waste  of  metal, 
and  prevent  the  close  fitting  of  the  pavement  to  the  rail ;  that 
there  are  other  projections  which  are  inconvenient  in  the  same 
way;  and  that  the  situation  of  the  wedge  for  tightening  the  fasten¬ 
ing  of  the  rail — below  the  sleeper — is  inconvenient  for  purposes 
of  inspection  and  repair.  This  system,  like  many  others  which 
have  failed  in  practice,  would  answer  very  well  if  it  were  a  mere 
fixture,  but  not  for  resisting  the  stress  of  the  rolling  movement  of 
heavy  bodies. 


304 


CONSTRUCTION  OF  TRAMWAYS. 


Lille. 

The  tramways  of  Lille  are  constructed  like  level  crossings  for 
railways,  with  two  rails  and  two  counter-rails,  enclosing  at  each 
rail  a  clear  space  sufficient  for  the  clearance  of  the  wheel  flanges. 
The  rail  and  the  counter-rail  (Figs.  147  and  148)  are  bolted  to  a 
cast-iron  chair.  The  chairs  are  bedded  on  and  screwed  down  to 


Fig.  147.  Lille  Tramways  : — Section 
of  Rails  and  Chair,  for  Passenger 
Traffic.  Rail,  21-7  lbs.  per  yard. 
Scale  j. 


Fig.  148.  Lille  Tramways; — 
Section  showing  arrangement 
of  Rails  for  Railway  Wag¬ 
gons.  Scale  i. 


cross-sleepers  laid  on  the  ground,  at  5  feet  intervals,  without  any 
intermediary  longitudinal  sleepers.  The  interspace  is  1*20  inches 
wide  for  the  tramcar,  as  in  Fig.  147,  but  by  fixing  the  counter-rail 
so  that  its  flat  side  is  presented  to  the  rail,  as  in  Fig.  148,  the 
interspace  is  increased  to  i*8o  inches  in  width,  for  the  traffic  of 
railway  waggons. 

lbs.  per  3'aid. 

Weight  of  the  rail,  3*60  inches  deep  .  .  .  287 

,,  counter-rail,  3*60  inches  deep  .  .  22*5 

Total  weight  per  yard  for  each  rail  .  51-2 


The  same  system — of  rail  and  counter-rail — was  adopted  in  the 
construction  of  the  Geneva  Tramways. 


BELGIAN  TRAMWAYS. 


305 


Brussels. — Antwerp. — Liege. — Ghent. 

Ill  Brussels  the  tramways  are  worked  by  four  distinct  companies, 
each  company  having  adopted  special  forms  of  rail.  The  oldest 
line  is  that  between  Schaerbeek  and  the  Bois  de  la  Cambre, 
4^  miles  in  length,  which  was  completed  and  opened  in  1869. 
All  the  other  lines  have  been  constructed  since  1871.  In  the  end 
of  1874,  the  lengths  of  lines  of  tramway  open  in  Brussels  were 
as  follows  : — 


Miles. 

Belgian  Street  Tramway 

•  •  • 

Compagnie  Bresilienne 

•  •  • 

6| 

Compagnie  des  Voies  Ferrees  Beiges 

(Bois  de  la 

Cambre)  ..... 

•  •  • 

4f 

Compagnie  Becquet 

. 

3l 

Open  in  Brussels  . 

. 

23s 

Gauge  of  ways,  4  ft.  85 

ins. 

In  other  towns  in  Belgium  there  were  open  as  follows  : — 


IMiles. 

Ft. 

Ins 

Antwerp  . 

6’l6, 

gauge  4 

5A 

Liege 

.  478 

-  4 

8A 

Ghent 

4'66 

-  4 

8.1 

making  a  total  length  of  about  38k  miles  of  tramway  open  in 
Belgium  in  1874. 

The  way  was  made  in  double  line  in  the  first  three  tramways  of 
Brussels  ;  the  fourth  was  made  with  a  single  way.  The  tramways 
in  the  other  three  towns  were  single  line,  except  for  a  small 
section  of  tramway  in  Ghent. 

The  sections  of  rails  employed  in  the  tramways  of  Belgium  are 
shown  in  Figs.  149  to  159. 

The  interspace  between  two  lines  ot  way  is,  in  Brussels,  i  metre, 
or  40  inches  ;  except  in  narrow  streets,  where  it  is  only  *8  metre,  or 
32  inches.  At  Antwerp  it  is  i  metre  ;  and  at  Ghent  1*05  metres,  or 
42  inches.  At  Liege  it  is  from  to  if  metres,  or  from  5  feet  to 

X 


3o6 


CONSTRUCTION  OF  TRAMWAYS. 


5  feet  9  inches,  in  view  of  the  clearance  required  for  the  passage 
of  railway  waggons. 

The  minimum  radius  of  curvature  permitted  in  any  tramway  is 


Brussels,  23  lbs.  per  yard.  Scale  |. 


Fig.  150.  Belgian  Street  Railway  : 
— Section  of  rail  laid  in  Brussels, 
24^  lbs.  per  yard.  Scale 


Fig.  151.  Voies  Ferrees  Beiges:  — 
Section  of  rail,  &c.,  52  lbs.  per 
yard.  Scale 


Fjg.  152.  Voies  Ferrees  Beiges  : — 
.Section  of  rail  for  straight  lines, 
52  lbs.  yer  yard.  Scale  |. 


Fig.  153.  Voies  Ferrees  Beiges  : — 
Section  of  inner  rail  for  curves, 
36^  lbs.  per  yard.  .Scale  ‘j. 


Fig.  154.  Voies  Fences  Beiges:  — 
Section  of  outer  rail  for  curves, 
31  lbs.  per  yard.  Scale  f. 


44  metres,  or  144  feet.  At  Brussels,  the  radius  is  usually  from 
100  feet  to  1 30  feet;  occasionally,  for  want  of  space,  it  is  as  low  as 
65  feet,  and  but  rarely  as  low  as  46  feet.  At  Antwerp  the  minimum 
radius  is  25  metres,  or  82  feet ;  and  at  Ghent  15  metres,  or  50  feet. 
At  Liege  the  lower  limit  is  25  metres,  or  82  feet,  except  for  the 


BELGIAN  TRAMWAYS. 


307 


routes  traversed  by  railway  stock,  where  the  radius  is  not  less 
than  75  metres,  or  246  feet. 

The  way  consists  generally  of  grooved  iron  rails  laid  on  a 


Fig,  155,  Compagnie  Bresilienne  : — 
Section  of  rail,  34  lbs,  per  yard. 
Scale  f , 


Fig,  156,  Anvers  : — Section 
of  rail,  30  lbs,  per  yard. 
Scale  f. 


Fig,  157,  Tramways  dTxelles  Etterbecq, 
Brussels  (Compagnie  Becquet)  :  —  Sec¬ 
tion  of  rail,  37  lbs,  per  yard.  Scale  -|. 


P'lG.  158.  Liege  Tramways  : — 
Section  of  rail,  and  tyre  of 
railway  waggon,  56  lbs.  per 
yard.  Scale 


Fig.  159.  Ghent  Tramways  : — Section  of  rail,  &c.,  24  lbs.  per  yard. 

Scale  f. 

timber  substructure  of  longitudinal  sleepers  upon  transverse 
sleepers.  The  only  exceptions  to  the  grooved  rails  are  the  rails 
used  in  the  suburbs  of  Brussels,  and  at  Ghent,  which  are  formed 
on  the  principle  of  the  “crescent”  rail.  Fig.  17,  for  which  the 


X  2 


3o8 


CONSTRUCTION  OF  TRAMWAYS. 


groove  is  made  by  a  gap  between  the  rail  and  the  pavement. 
Sections  of  the  rail  are  shown  in  Figs.  149  to  159,  in  which  it  is 
seen  that  for  the  most  part  the  rails  are  fastened  to  the  longi¬ 
tudinal  sleepers  by  vertical  screws  through  the  grooves.  The 
only  exception  is  the  side  fastening,  by  staples,  employed  on  the 
“  Voies  Ferrees  Beiges,”  Fig.  151.  At  Liege  the  rail  is  formed 
with  a  groove  2  inches  in  width.  The  weights  of  the  rails  illus¬ 
trated  above  are  as  follows  : — 


Belgium,  Weight  of  Rails  per  yard. 


Brussels : — 

lbs. 

Belgium  Street,  suburbs 

23 

,,  ,,  in  town 

24I 

Voies  Ferrees  Beiges  . 

52 

Bresilienne  .... 

34 

Compagnie  Becquet 

37 

Antwerp . 

30 

Liege  ..... 

•  56- 

Ghent  ..... 

24 

The  length  of  tramway  in  Brussels  open  in  the  end  of  1876 
amounted  to  45,312  metres,  or  28  miles.  The  number  of  cars  in 
service  on  all  the  lines  was  84,  and  of  horses  750.  The  working 
expenditure  may  be  calculated  approximately  on  the  following 
basis  • 


Total  cost  per  day. 

s.  d.  s.  d. 

I  horse  3  7  to  40 

I  car  16  0  ,,  20  o 


JMiles  travelled 
per  da)'. 

12  to  19 
60  ,,  80 


These  costs  include  the  whole  of  the  working  expenses. 

The  first  cost  of  Brussels  tramways  has  been  approximately  as 
follows : — 

Cost  of  Tramways  in  Brussels. 

Way,  single  line . .^1,270  to  1,600  per  mile. 

Horses,  including  harness  and  acces¬ 
sories  .......  ;^48  per  horse. 

Cars  in  service,  including  accessories  .  car. 

Stables,  sheds,  offices,  workshops,  &c., 
per  horse,  effective,  or  on  duty 


£^o  to  ^100  per  horse. 


CONSTAXTINOPLE  TRAMWA  YS. 


309 


Constantinople. 

The  tramways  of  Constantinople,  of  which  M.  Lebout  was  the 
engineer,  were  constructed  with  the  pattern  of  grooved  rail,  weigh- 


Fig.  160. 


Tramways  of  Constantinople  : — Section  of  rail,  &c.,  46  lbs. 
per  yard.  Scale 


Fig,  16  (.  Tramways  of  Constantinople  : — Section  of  half- width  of  street 

and  way.  Scale 


Fig.  162.  Tramways  of  Constantinople.  Section  of  a  narrow  street, 
with  a  single  line  of  way.  Scale 

ing  46  lbs.  per  yard,  employed  in  the  Paris  tramways,  fastened  as 
in  Fig.  160.  The  rails  were  bolted  to  longitudinal  sleepers,  laid 
on  a  bed  of  sand  8  inches  deep,  spread  on  the  bottom  of  the 
excavation.  The  longitudinal  sleepers  were  connected  by  round 


310 


CONSTRUCTION  OF  TRAMWAYS. 


iron  tie-rods,  which  were  passed  through  them,  and  were  screwed 
up  by  nuts  at  both  ends  of  the  sleepers,  as  shown  in  the  section 
of  the  way.  Fig.  i6i.  Streets  of  from  13  feet  to  23  feet  wide  were 
paved  all  the  way  across,  as  shown  in  Fig.  162. 

The  rails  and  their  accessories  were,  according  to  M.  Goschler, 
before  quoted,  supplied  from  the  Terrenoire  Works,  France, 
delivered  at  Constantinople,  at  the  following  prices  : — 


Constantinople  Tramways. 

Rails  and  fishes  .  .  .  .  ;^io  is.  6d.  and 

bolts  ......... 

Washers  ........ 

Tie-rods,  2  metres  or  6'56  feet  apart 


Per  ton. 

£  s.  d. 

10  17  6 

23  15  6 

3116  6 

33  9  o 


The  weight  of  material  per  yard  of  single  way  was  as  follows  : — 

Per  lineal  yard 
of  way. 
lbs. 

Rails,  per  yard,  46  lbs.  .....  92 

Fishes  for  rails,  5  lbs.  each  .  .  .  .  i'5 

,,  for  longitudinal  sleepers,  i|  lbs.  each  .  1*38 

Bolts,  ^  lb.  each . 1-84 

Tie-rods,  13^^  lbs.  each  .....  3 


Total  per  yard  of  single  way  .  .  .100  lbs. 

Total  if  tie-rods  are  2  metres  or  6*56  feet 

apart . .  103  lbs. 

s.  d. 

Cost  of  laying  way,  including  carriage  and 
maintenance  for  one  year  .  .  .  .25  per  yard. 

Cost  of  laying  pavement  .  .  .  .  •  3  » 

Mr.  Goschler  gives  an  analysis  of  the  accounts  of  the  Constan¬ 
tinople  Tramways  for  1872,  which  contains  many  instructive 
details.* 

*  ‘^Les  Chemins  de  Fer  Necessaires,’’  Compte  Rendus  de  la 
Societi  des  Ingenieurs  Civils,  1873,  page  366. 


j/oscon^  TRAJinrAYs. 


311 


Moscow. 

The  first  section  of  the  tramways  of  Moscow  was  opened  in 
August,  1874;  and  in  1875  ^  total  length  of  60  miles  of  tramway 


was  opened  for  tralhc.  The  way  was  designed  by  the  engineer 
of  the  tramways,  Colonel  Sytenko,  who  commenced  by  rejecting 
the  grooved  rail,  and  adopted  the  Vignoles 
type  of  rail,  laid  on  transverse  sleepers. 

Figs.  163  and  164.  The  rails  are  of  steel, 
from  the  works  at  Creusot,  weighing  36  lbs. 
per  yard;  they  are  made  to  a  height  of  5 
inches,  to  admit  of  the  juxtaposition  of 
paving  stones  of  sufficient  depth  above 
the  sleepers.  The  paving  stones  next  the 
rails  at  the  inner  sides  are  cut  to  form  a 
groove  for  the  wheel  flanges.  Counter¬ 
rails,  it  appears,  have  only  been  found 
necessary  at  the  points  and  crossings. 

The  rails  are  laid  to  a  gauge  of  5  feet, 
upon  sleepers  placed  at  intervals  of  4  feet  3  inches.  It  is  believed 
— and  it  is  likely — that,  on  this  system  of  way,  the  tractive  force 
required  is  a  half  less  than  that  required  for  the  ordinary  grooved 
rail. 


Fig.  164.  Moscow 'J'ram- 
ways  : — Section  of  rail 
and  fish-joint,  36  lbs. 
per  yard.  Scale  i. 


Leipzig. 

The  first  section  of  the  Leipzig  tramways,  consisting  of  the 
Promenade  line  round  Liepzig  and  branches  to  Rendwitz  and 
Connewitz,  together  about  6  English  miles  in  length,  was  opened 
on  May  18,  1872.  The  line  to  Lindenau  was  opened  in  Sep- 


312 


CONSTRUCTION  OF  TRAMWAYS. 


tember  of  the  same  year,  making  in  all  8|  English  miles  of  way 
open  for  traffic  in  1872.  There  are  now  altogether  five  lines 
open,  of  an  aggregate  length  of  ii’3o  miles. 

The  rails  are  laid  to  a  gauge  of  4  feet  8^  inches,  on  what  is 
known  as  the  Vienna  system,  which  i^,  in  fact,  similar  to  Loiibat’s 
way,  already  described,  page  296.  The  rails  are  of  iron,  and  they 
weigh  30  lbs.  per  yard.  They  are  3  inches  wide,  and  are  formed 
with  obliquely-faced  flanges,  as  shown  in  Figs.  165  and  166.  They 
are  laid  on  longitudinal  timber  sleepers,  which  are  remarkable  for 


Fig.  165.  Leipzig  Tramways  : —  Ftg.  166.  Leipzig  Tramways  : — Sec- 

Section  of  rail,  &c.  Scale  b  tion  of  rail,  30  lbs.  per  yaid. 

Scale 

their  deep  and  narrow  scantlings, — 8  inches  deep  and  2§  inches 
wide.  They  are  chamfered  to  receive  the  rails,  which  are  fastened 
to  them  by  qL-inch  spikes,  passed  through  holes  punched  in  the 
flanges.  The  longitudinal  sleepers  are  laid  on  and  notched  into 
transverse  sleepers,  7  inches  wide,  5  inches  deep,  and  6T  feet  in 
length,  placed  at  intervals  of  6  feet  between  centres,  and  laid  in 
ballast.  The  longitudinal  sleepers  are  secured  to  the  cross¬ 
sleepers  by  oak  wedges.  When  the  line  passed  through  streets 
already  paved,  the  pavement  was  renew^ed  for  the  whole  width. 
On  macadamised  roads  only  a  narrow  strip  of  paving  was  laid  on 
each  side  of  the  rail. 


Cassel. 

The  Cassel  Tramway  was  opened  on  July  9th,  1877,  to  be 
worked  by  steam  locomotives,  supplied  by  Messrs.  Merry  weather 


LJSBON  TRAM  WAYS. 


313 


and  Sons.  The  section  of  rail  is  shown  in  Fig.  167,  with  the 
section  of  the  wheel-tyres  of  the  locomotives. 


Lisbon. 

A  concession  was  secured,  in  1873,  ^7  Messrs.  Edwin  Clark, 
Piinchard  &  Co.,  for  the  construction  and  working  of  a  system 
of  tramways  in  Portugal,  51  miles  in  length,  from  Lisbon  to  Cintra, 
for  passenger  traffic,  and  from  Lisbon  to  Torres  Vedras,  for  goods 
and  wine  traffic  chiefly.  The  tramways  were  made  a  single  line, 
laid  on  common  roads  ;  they  were  to  be  worked  by  tank  locomo¬ 
tives,  with  trains  of  passenger  cars  and  of  goods  cars,  at  a  speed 
of  1 5  miles  an  hour.  The  ruling  gradient  was  i  in  20,  and  the 
quickest  curves  were  of  a  radius  of  25  feet. 

The  way  consisted  of  three  parallel  rails,  laid  on  transverse 
sleepers.  The  central  rail  was  an  iron  flat-footed  rail,  weighing 
36  lbs.  per  yard,  spiked  to  the  sleepers.  The  outer  rails  were 
wooden  trams  of  oak,  8  or  9  inches  wide,  and  3  inches  deep,  laid 
to  a  gauge  of  4  feet  2  inches  between  centres.  The  cross-sleepers 
were  alternately  long  enough  to  take  all  the  rails,  and  short  enough 
to  take  only  the  middle  rail.  The  engine  and  the  train  were  guided 
by  the  central  rail ;  the  weight  of  the  train  rested  on  the  central 
rail,  whilst  the  greater  portion  of  that  of  the  engine  rested  on  the 
wooden  trams,  through  the  driving  wheels. 

The  engines  had  two  steam  cylinders,  1 1  inches  in  diameter, 
with  a  stroke  of  18  inches;  the  driving  wheels  were  3  feet  9  inches 


314 


CONSl^RUCriON  OF  TRAMWAYS. 


in  diameter,  by  14  inches  wide  at  the  tyres.  The  working  pressure 
in  the  boiler  was  140  lbs.  per  square  inch.  The  engine  was  carried 
by  two  bogies,  one  before  and  one  behind,  arranged  as  bicycles, 
running  on  the  central  rail.  The  distance  between  the  centres  of 
the  bogies  was  13  feet.  The  weight  of  the  engine,  empty,  was 
II  tons  i4  cwt.,  and,  in  working  order,  134  tons,  of  which  8k  tons 
was  available  as  driving  weight.  According  to  Mr.  Curiq^,*  these 
engines  were  capable  of  taking  a  train  of  six  passenger  carriages, 
with  132  passengers,  weighing  altogether  227V  tons,  up  an  incline 
of  I  in  20.  The  heaviest  goods  train,  taken  up  the  same  incline, 
consisted  of  six  waggons,  weighing,  with  goods,  287}  tons. 

It  appears  that  these  tramways  have  been  abandoned. 


Wellington  City  Tramways,  New  Zealand. 

In  the  design  of  these  tramways.  Fig.  168,  constructed  in  1878, 
to  a  gauge  of  3  feet  6  inches,  it  seems  that  the  best  results  of 

experience  in  Europe  and  America 
have  been  ignored.  The  rail  is  a  flat 
bar,  3k  inches  wide,  ik  inches  thick, 
grooved  to  a  depth  of  f  inch,  and 
leaving  only  |  inch  thickness  of  metal 
under  the  groove.  The  rail  is  spiked 
through  the  groove  to  a  longitudinal 
sleeper  4  inches  wide  and  6  inches 
deep.  The  longitudinal  sleepers  rest 
on  transverse  sleepers,  6  inches  wide 
by  4  inches  deep  and  5  feet  long, 
placed  at  distances  of  3  feet  5  inches 
apart  between  centres.  The  cross-sleejiers  are  fastened  to  the 
longitudinal  sleepers  with  a  small  knee  on  each  side,  and  one 
spike  each  way. 

*  “  The  Lisbon  Street  Tramway,”  a  paper  read  March  6,  1874,  at 
the  Institution  of  Civil  Engineers,  by  Mr.  Matthew  Curry,  jun.. 
Stud.  Inst.C.E. 


Fig.  168.  Wellington  City 
Tramways  :  —  Section  of 
rail,  &c.  Scale  k- 


BUENOS  AYRES  TRAiUJl^AYS. 


0 


15 


Buenos  Ayres  Tramways. — Livesey’s  TvIetal  Way 

Mr.  James  Livesey,  so  early  as  in  1869,  advocated  the  employ¬ 
ment  of  an  iron  substructure  for  tramways,  constructed  on  the  prin¬ 
ciple  of  the  modern  railway,  with 
intermittent  bearings,  substituting  for 
the  continuous  wood-sleeper  system, 
with  the  objectionable  vertical  spike 
fastenings  then  in  vogue,  a  rail  of 
sufficient  stiffness  supported  on  and 
solidly  and  simply  fixed  to  cast-iron 
bearings  or  stools  at  intervals.  In 
his  patents  of  that  year  he  showed 
several  varieties  of  iron  and  steel 
tramway,  of  which  two  kinds,  shown 
in  Figs.  169  to  172,  were  laid  to  a  gauge  of  4  feet  8tV  inches,  in 
the  city  of  Buenos  Ayres,  the  first  section  having  been  opened  in 
October,  1870. 

The  steel  grooved  rail,  Figs.  169  to  1 7 1,  w^as  employed  for  the  city 
lines.  It  weighed  40  lbs.  per  yard,  and  it  was  rolled  in  lengths  of 
24  feet.  It  was  inches  wide,  and  2f  inches  deep  at  the  roll- 


Fig.  169.  Buenos  Ayres  Tram¬ 
ways: — Livesey’s  Steel  Rail 
System.  Scale 


Fig.  170.  Buenos  Ayres  Tramways  : — Livesey’s  Steel  Rail  System. 

Scale  -a\j. 

ing  side,  being  formed  with  deep  flanges,  so  as  to  derive  the 
practical  maximum  of  strength  from  a  given  quantity  of  material. 
The  tread  was  if  inches  wide,  the  groove  is  if  inches  wide  and 
inch  deep.  The  width  of  the  groove  is  more  than  is  usual  in 
English  tramways,  but  the  width  is  not  inconveniently  great,  as  the 
narroivest  wheel  tyres  of  common  road  vehicles  at  Buenos  Ayres 


CONSTRUCTION  OF  TRAMWAYS, 


316 

are  3  inches  in  width.  The  least  thickness  under  the  tread  is 
f  inch,  and  at  the  sides  iT  inch. 

The  rails  were  laid  on  stools  at  distances  of  3  feet  apart  between 
the  centres,  except  at  the  joints  of  the  rails,  where  an  extra  stool 
was  placed  under  the  joint.  The  stools  are  bolted  to  baseplates  of 
wrought  iron,  corrugated,  two  stools  to  each  baseplate,  except  at  the 
joints,  where  there  were  three  stools  on  the  baseplate.  The  base¬ 
plates  are  4  feet  6  inches  in  length,  5^  inches  wide,  and  ^  inch 
thick.  The  stools  were  each  3I-  inches  long,  and  afforded  a 
bearing  of  that  length  for  the  rail.  The  rail  was  rolled  so  as  to 
form  a  dovetail  with  the  stool,  and  by  means  of  wedge-shaped 
keys  it  was  firmly  held  down.  At  the  joint,  the  rails  were  fixed  to 


the  chair  by  two  wedge-headed  bolts  and  nuts.  The  sides  of  the 
rail  were  flush  with  those  of  the  stools,  and  together  they  offered 
vertical  walls  for  the  close  abutment  of  the  pavement.  Mr, 
Livesey  was  of  opinion  that  in  dealing  with  such  hard  and  rigid 
materials,  wrought  iron  is  preferable  to  cast  iron  as  a  material  for 
the  base,  and  that,  on  the  contrary,  cast  iron  is  preferable  to 
wrought  iron  for  the  standards  or  stools,  since  the  greater  mass  of 
cast  iron  absorbs  the  blows  of  the  traffic,  and  does  not  impart,  like 
wrought  iron,  a  tremulous  movement  to  vehicles.  The  rails  were 
tied  to  gauge  by  wrought-iron  tie-bars,  inches  deep  and  |  inch 
thick,  at  distances  of  3  feet  apart.  They  passed  through  the 
stools  and  were  notched  to  fit  into  them,  and  keyed  into  position. 


BUEXOS  AYRES  TRAMJVAYS. 


317 


The  quantities  and  costs  at  current  prices  (July,  1877)  were  as 
follows  : — 


Livesey’s  Groove-rail  Tramway,  Per  Mile,  Single  Line. 


440  lengths  of  steel  grooved  rails,  24  feet  long,  at  40  lbs.  per 

yard . 

440  X  4  =  1,760  wrought-iron  baseplates,  22 J  lbs.  each  . 

440  X  8  =  3,520  cast-iron  stools,  9^  lbs.  each  ) 

440  ,,  joints,  15  lbs.  ,,  j  ' 

440  X  4  =  1,760  wrought-iron  tie-bars,  loj  lbs.  each 
1,760  X  2  =  3,520  cotters,  6  ozs.  each  .  .  .  .  . 

3,520  -f-  440  =  3,960  X  2  =  7,920  base  bolts,  7  ozs.  each 
3,520  wrought-iron  bent  keys,  ij  lbs.  each  .  .  .  . 

440  X  2  —  880  wrought-iron  joint  bolts,  i  lb.  each 


Tons. 


63 

1775 

18 

8 

o'6o 

1  '60 

2 

040 


Total  weight  per  mile,  single  line  .  .  .111-35 


Taken  at  per  ton,  in  the  gross,  the  cost  for  the  material 
amounts  to  ^1^002  per  mile. 

The  tramways  which  have  been  made  with  timber  substructures 
in  Buenos  Ayres,  have  been  taken  up  and  replaced  by  iron 
structures. 

The  second  kind  of  tramway.  Fig.  172,  used  in  the  suburban 

districts  of  Buenos  Ayres,  has  a  flanged,  or  Vignoles’  rail,  such  as 

is  used  on  railways,  except  that  it  is 

rolled  with  the  flange  narrower  at  one  side 

than  at  the  other,  to  admit  of  the  paving 

sets  at  the  outer  side  being  laid  close  to 

the  head  of  the  rail.  The  extra  width  of 

flange  at  the  inner  side  determines  the 

width  of  the  groove  in  the  pavement  for  ,,  _ 

^  ^  Pig.  172.  Buenos  Ayres 

wheel  flanges,  and  it  acts  as  abutment  for  Tramways  Livesey’s 
the  contiguous  paving  sets.  The  rail  is  ^Scafe^^^^”^* 

placed  on  a  cast-iron  stool,  to  which  it  is 

fixed  by  a  hook  bolt  and  nut ;  the  stool  is  bolted  to  a  flat  wrought- 
iron  baseplate,  which  rests  on  the  foundation.  The  stools  are 
tied  to  gauge  by  means  of  cross-bars  and  cotters. 


3i8 


CONSTRUCTION  OF  TRAMWAYS. 


There  have  been  nearly  loo  miles  of  tramway  laid  on  Mr. 
Livesey’s  system  in  the  city  of  Buenos  Ayres.  This  may  be  called 
the  City  of  Tramways,  where  a  tramway  runs  down  nearly  every 
street. 

In  this  connection,  it  may  be  noted  that  Mr.  Livesey,  in  his 
patent  of  February,  1875,  describes  a  method  of  maintaining  the 
stone  sets  of  the  pavement  next  the  rails  at  the  same  level  as  the 
rails.  The  rail  is  laid  on  a  longitudinal  sleeper,  which  rests  on 
“a  flat  plate  sufiiciently  wide  to  project  under  the  first  row  of 
stones  on  each  side  of  the  rail.” 


Cockburn-Muir’s  Iron  Way. 

Mr.  W.  J.  Cockburn-Muir  patented,  in  November,  1870,  a 
system  of  iron  way,  for  railways,  light  railways,  and  tramways,  of 
simple  design,  which  he  calls  the  block  sleeper  ”  system,  in 
which  the  rail  is  supported  at  regular  intervals  on  cast-iron  stools 
or  blocks.  It  is  shown  in  Figs.  173,  174,  175,  as  employed  for  tram¬ 
ways.  The  rails  are  of  wrought  iron,  rolled  in  lengths  of  2 1  feet ; 
they  are  formed  with  the  ordinary  groove  on  the  upper  side,  and 
with  a  vertical  web  on  the  underside,  to  impart  to  the  rails  the 
needful  vertical  strength  between  the  bearings  ;  they  weigh  30  lbs. 
per  yard,  and  are  3  inches  in  width.  The  sleepers  are  cast-iron 
blocks,  rectangular,  hollow,  open  at  the  base,  and  ribbed  interiorly. 
They  are  about  ii^  inches  long,  7^  inches  wide,  and  6  inches 
deep,  outside  dimensions ;  and,  for  ordinary  traffic,  they  are  laid  at 
3  feet  6  inches  apart  between  centres.  The  span  between  the  sleepers 
is  only  2  feet  6^  inches.  They  are  laid  upon  the  floor  of  the 
excavation,  or  upon  a  prepared  bed  of  concrete.  In  laying  they 
are  turned  upside  down,  filled  with  gravel  or  coarse  sand,  and 
closed  with  a  hand  board,  then  returned  into  place  when  the 
board  is  slipped  out.  The  weight  of  one  block  is  from  43^  lbs.  to 
48  lbs.,  according  to  the  nature  of  the  traffic.  The  blocks  are 


COCKBURN-MUIR^ S  IRON  WAY.  319 

chequered  on  the  upper  surface  to  give  foothold;  they  act 
as  paving  sets,  and  are  integral  portions  of  the  paving  of  the 


Fig.  173.  Cockburn-Muir’s  Iron  Way  at  Monte  Video,  &c. 
streets.  As  the  sleepers  alternate  with  the  stone  sets  next  the 


Fig.  174. 


Cockburn-Muir’s  Iron  Way  ; — View  of  sleeper  and  rail. 


rails  at  each  side,  the  formation  ot  ruts  or  furrows  at  the  sides  ot 
the  rail  is  prevented. 


320 


CONSTRUCTION  OF  TRAMWAYS. 


The  rails  are  rolled  with  a  fillet  on  the  outer  side  to  fit  into  a 
corresponding  groove  in  the  recess  of  the  blocks.  The  recess 
is  formed  to  receive  the  rail,  which  fits  it  exactly,  except  at  the 
outer  side  of  the  rail,  where  a  key  or  wedge  of  cast  iron,  13  inches 
long,  is  driven,  taking  a  bearing  for  the  whole  length  of  the  block, 
and  fixing  the  rail  to  the  block.  As  the  rail  rests  solidly  on  the 
block  for  its  whole  length,  the  key  also  acts  as  a  fish  at  the  joints 

of  the  rails,  and  the  actual  span  of 
the  rail  is  reduced  to  the  distance 
between  the  sleepers,  or  2  feet  6^ 
inches. 

The  sleepers  are  connected  trans¬ 
versely,  and  tied  to  gauge,  by 
wroLight-iron  bars,  which  are  passed 
right  through  the  blocks,  into  which 
they  are  keyed  at  the  outer  side. 

The  depth  of  the  sleepers  affords  space  for  a^-inch  bed  of  sand, 
and  paving  sets  5^  inches  deep. 

Mr.  Cockburn-Muir's  system  was  adopted  for  all  the  tram¬ 
ways  at  Monte-Video.  It  is  also  in  use  at  Buenos  Ayres,  Salto, 
and  Bahia,  and  short  lengths  have  been  laid  at  Vienna  and 
Palermo.  At  Monte- Video  the  gauge  of  one  of  the  lines  is 
4  feet  I  of  inches,  and  that  of  all  the  others  is  4  feet  inches. 
At  Bahia  one  part  of  the  line  is  laid  to  a  gauge  of  4  feet  8^  inches, 
and  another  part  to  a  gauge  of  2  feet  5^  inches.  At  other  places 
this  system  has  been  adopted  on  a  gauge  of  4  feet  8^  inches. 

The  quantities  of  iron  per  single  mile  of  4  feet  8f-  inches  gauge 
are  as  follows  : — 


Fig.  175.  Cockburn  -  ]\Iuir’s 
Iron  Way  : — Rail,  sleeper, 
and  fastenings.  Scale  -jb. 


W.  J.  Cockburn-Muir’s  Tramway,  per  Mile,  Single  Line. 


Rails,  wrought  iron,  at  30  lbs.  per  yard 
830  tie-bars,  at  lbs.  each 
1,660  cotters  for  tie-bars,  at  o'i5  lb.  each 
3,018  block  sleepers,  at  43^  lbs.  each.  . 
3,018  wedge  keys,  at  lbs.  each 


Tons.  Cwts.  Qrs 

•  47  3  o 

•  2  13  3 

o  2  I 

.  58  12  I 

•  372 


Total  weight 


.  Ill  18  3 


COCKBURN-MUIR'S  IRON  WAY. 


321 


The  cost  of  the  materials  complete  amounted  (1877)  to  about 
^£870  per  mile,  single  line. 

Portions  of  Mr.  Cockburn-Muir’s  rail,  weighing  30  lbs.  per 
yard,  were  tested  by  Mr.  Kirkaldy,  as  the  rolling  proceeded, 
for  transverse  strength,  at  the  rate  of  one  sample  for  every  100 
rails.  The  test  rails  were  laid  on  a  span  of  2  feet  7i-  inches 
between  the  supports,  and  they  were  tested  by  loads  applied  at  the 
middle.  The  following  are  average  results  of  tests  of  ten  speci¬ 
mens  of  rail ; — 


Total  load  applied,  5,  000  lbs.  or  2’23  tons. 
Deflection,  *16  inch  ,, 

Set  01,,  , ,  , , 

Elastic  limit  of  load  .  .  .  .  . 

Ultimate  load  applied  .  .  .  .  . 


6,800  lbs.  or  3*03  tons. 
•60  inch. 

*41  M 

5,200  lbs.  or  2*32  ,, 
9,073  lbs.  or  4'05  „ 


All  the  specimens  were  removed  unbroken.  Mr.  Cockburn- 
Muir  stated  that  the  greatest  weight  which  in  practice  comes  upon 
the  rail  does  not  exceed  3,500  lbs.,  or  1*12  tons.  This  is  just 
half  the  elastic  strength  of  the  rail. 

After  having  been  down  in  Buenos  Ayres  upwards  of  ten  years, 
Mr.  Cockburn-Muir’s  way  stood  well,  and  gave  great  satisfaction. 
The  manager  of  the  tramways  there,  Mr.  H.  W.  Ford,  reported 
in  September,  1880,  that  having  during  the  preceding  two  years 
watched  the  working  of  three  miles  of  this  way,  the  Puente  Ulsina 
line,  laid  on  a  very  bad  road,  together  with  other  lengths  in  the 
city  streets,  he  arrived  at  the  conclusion  that  this  was  “  the  best 
horse  tramway  in  that  part  of  the  world.”  The  block  sleepers,  he 
added,  stood  remarkably  well,  and  were  easily  packed ;  they 
resisted,  without  harm,  the  blows  of  the  heavy  ox-carts,  and  one 
reason  for  their  stability  is  no  doubt  to  be  found  in  the  block-and- 
key  combination,  which  constitutes  “an  efflcient  equivalent  for 
fish-plates,  keeping  the  rail  joint  stitf  and  true.” 

Subsequently,  Mr.  Cockburn-Muir,  at  the  instance  of  others, 
adopted  steel  for  the  material  of  his  rails,  selecting  Siemens  steel, 
for  extensions  of  the  lines  of  tramway  in  Monte-Video.  The 
Lima  tramwavs  also  were  constructed  with  Siemens  steel  rails  on 

Y 


322 


CONSTRUCTION  OF  TRAMWAYS. 


this  system.  These  steel  rails,  weighing  30  lbs.  per  yard,  and 
measuring  3*05  inches  in  extreme  width,  and  2*35  inches  in  depth, 
have  been  tested  for  transverse  strength.  They  were  tested  in 
lengths  of  3^  feet,  laid  on  supports  at  a  distance  of  2  feet  7^  inches 
apart.  The  best  of  five  samples  yielded  the  following  results  : — 


Stress  at  the  middle. 


Deflection  (steel  rail). 


0 

0 

Fi 

lbs. 

*12 

inch 

0 

0 

0^ 

}> 

•19 

» y 

10,000 

5) 

•33 

yy 

11,300 

)) 

'43 

y  y 

12,500 

)5 

•62 

y  y 

15,000 

)) 

I  *2  I 

y  y 

17,500 

)) 

2 ‘69 

y  y 

19,104  „  ( 
8-55  tons  ) 

(ultimate  stress)  579 

yy 

(broken). 


Plotting  these  deflections  as  ordinates  to  a  base  line  represent¬ 
ing  the  stresses,  and  drawing  a  curve  through  the  ends,  it  appears 
that  the  yielding  point  of  the  curve  corresponded  to  a  stress  of 
9,000  lbs.,  or  4  tons,  at  the  middle,  where  the  deflection  was  *2 5 
inch.  This  load  of  4  tons  should  be  taken  as  the  measure  of  the 
elastic  limit  of  strength.  But  Mr.  Cockburn-Muir  prefers  to 
fix  the  limit  at  the  stress  under  which  permanent  set  commences 
to  take  place,  which  in  this  instance  amounted  to  11,300  lbs.,  or 
5  tons,  when  the  deflection  was  *43  inch.  The  average  results 
for  the  five  samples  which  were  tested,  when  permanent  set  began, 
were  as  follows  : — 


Elastic  limit  of  load,  according  to  Mr. 

Cockburn-Muir . iOj32o  lbs.  or  4*61  tons 

Maximum  deflection  without  permanent  set  *40  inch. 

Ultimate  load  . . 17)766  lbs.  or  7*93  tons. 

Deflection. — 3  rails  remained  unbroken  at  6  inches  of  deflection ; 
2  rails  were  broken  at  5*8  inches  of  deflection. 

The  maximum  weight,  1*12  tons,  or  2,500  lbs.,  that  could  be 
placed  on  the  rails  when  in  place  at  their  destination,  leaves  ample 
rnargin  of  strength.  The  deflection  under  that  weight  at  the 


CGCKBURN-MUIR^ S  IRON  WAV. 


323 


middle  does  not  exceed  ’06  inch,  iV  inch,  when  the  rail  is  free  on 
the  supports.  But,  regarding  the  rail  as  a  continuous  beam,  as  it 
practically  is,  when  keyed  into  the  block  sleepers,  the  deflection 
must  be  something  less  than  a  fourth  of  this,  or  eh  inch.  This,  it 
is  needless  to  add,  makes  a  sufficiently  stiff  way  for  the  locality. 

Where  the  general  traffic  of  the  street  is  heavier  than  the  limit 
above  stated,  of  course  the  rail  should  be  proportionately  stronger. 
But  there  is  a  plentiful  reserve  of  stiffness  in  Mr.  Cockburn-Muir’s 
way,  wffiich  is  attributable,  not  only  to  the  compactness  of  the 
rail  in  section,  but  in  great  measure  to  the  scope  and  firmness  of 
the  fastenings. 

To  compare  these  steel  rails  with  the  iron  rails  of  the  same 
section  and  weight,  30  lbs.  per  yard,  already  noticed,  the  following 
are  corresponding  results  of  tests  for  transverse  strengths  of  ten 
samples  of  iron  rails.  The  results  for  the  best  samples  were  as 
follows.  On  bearings  2  feet  7^  inches  apart,  loaded  in  the 
middle  : — 

Stress  at  the  middle.  Deflection  (iron  rail). 


3,800  lbs. 

•09  inch 

4,000  „ 

•10  ,, 

4,200  „ 

•II  ,, 

4,600  ,, 

•13  M 

5,000  „ 

*14  »» 

5,600  „ 

•17  »» 

5,650  ,,  Elastic  limit,  according  to  Mr.  Cockburn-Muir.. 

6,000  ,, 

•23  inch 

6,600  ,, 

•35  » 

7,000  „ 

•48  „ 

7,600  „ 

•76  ,, 

8,000  ,, 

*98  ,, 

9>094  „  )  stress 

4'o6  tons  ) 

6*00  ,,  (unbroken) 

-  The  average  results,  already  given,  for  the  ten  samples,  are  here 
repeated  for  the  sake  of  comparison. 

Elastic  limit  of  load,  according  to  Mr. 

Cockburn-Muir . 5, 200  lbs.  or  2*32  tons. 

Maximum  deflection  without  permanent  set  ’16  inch. 

Ultimate  load . 9;073  lbs.  or  4*05  tons. 


Y  2 


3^4 


CONSTRUCTION  OF  TRAMWAYS, 


The  average  elastic  limits  given  for  the  iron  rails  and  the  steel 
rails  respectively  are  5,200  lbs.  and  10,320  lbs.,  whilst  the  corres¬ 
ponding  deflections  without  permanent  set  are  *16  inch  and  *40 
inch,  indicating  that  whilst  the  elastic  strength  of  the  steel  rails  is 
double  that  of  the  iron  rails,  the  deflection  is  more  than  double, 
and  that  the  stiffness  of  the  steel  rail  is  practically  not  more  than 
that  of  the  iron  rail.  Under  the  medium  stress,  5,000  lbs.,  or 
2\  tons,  the  deflections  are  respectively  *14  inch  and  *12  inch  for 
iron  and  steel,  showing,  in  practice,  equal  stiffness. 

The  weight  of  metal  in  Mr.  Cockburn-Muir’s  way  has  already  been 
given.  It  remains  the  same  with  the  steel  rail  of  30  lbs.  per  yard, 
making  in  tons  i8f  cwt.  per  mile,  single  line,  the  cost  of  which 
at  current  prices  (March,  1881)  amounted  to  about  ^900  per  mile, 
averaging  about  ^8  per  ton. 


Mannheim  and  Ludwigshafen. — De  Feral’s  Iron  Way. 

The  iron  way  of  M.  de  Feral  consists  of  a  girder-rail  laid  on 
wrought-iron  sleepers,  with  clip-fastenings.  It  was  first  laid  at 
Metz,  by  M.  Feral,  for  a  length  of  8^  miles,  opened  in  October, 
1876  ;  then  at  Ludwigshafen  for  a  length  of  miles,  opened  in 
May,  1878  ;  at  Leiden,  for  a  length  of  5  miles,  opened  in  Novem- 
iber,  1879  ;  Antwerp,  for  a  length  of  3!  miles,  opened  also 

in  November,  1879. 

The  flange-rail  and  the  base-plate,  shown  in  section.  Fig.  176, 
are  both  of  rolled  iron.  The  rail  weighs  23  kilogrammes  per 
metre,  or  46^  lbs.  per  yard,  and  is  rolled  in  lengths  of  61  metres, 
■or  21  feet  4  inches.  They  are  15  centimetres,  or  5*9  inches,  deep. 
The  head  of  the  rail  is  2 -A-  inches  wide,  of  which  the  tread  is 
T  iV  inches  in  width,  and  the  remainder  is  a  horizontal  flange  pro¬ 
jecting  from  the  base  of  the  head  to  form  a  groove  in  conjunction 
with  the  paving  stones.  The  flange-base  is  3  inches  wide.  The 
base  and  the  web  average  9  millimetres,  or  -35  inch  in  thickness. 
The  fish-plates  are  8  inches  long,  and  Fir  inch  thick,  and  are  fixed 
with  four  iVinch  bolts  and  nuts,  two  deep. 


DE  FEE  AES  IROX  WAY. 


325 


The  base  is  not  continuous,  but  consists  of  rolled  iron  ribbed- 
plates,  *35  inch  in  thickness,  i  if  inches  wide,  having  three  vertical 
ribs  on  the  lower  side  ;  making  the  total  depth  of  the  base  2  f  inches. 
These  are  similar  in  section  to  the  Hilf  sleeper  laid  in  Continental 
railways,  and  they  take  a  secure  hold  of  the  subsoil.  They  are 
about  8  inches  long  intermediately,  and  about  inches  long  at  the 


Fig.  176.  De  Feral’s  Way,  ^lannheim,  Ludwigshafen.  Scale 


joints.  The  rails  are  fixed  to  the  bases  by  means  of  clips  riveted 
at  one  side  of  each  chair,  and  bolted  at  the  other.  The  bases 
are  laid  at  distances  of  5  feet  4  inches  apart  between  centres. 

The  iron  sleepers  are  simply  laid  in  the  bottom  of  the  space 
cleared  for  the  way.  There  is  not  any  other  preparation  or  foun¬ 
dation. 

Approximate  Quantities  per  Mile,  Single  Line,  of 

De  Feral’s  Way.  1878. 

Iron  Rails,  46  lbs.  per  yard  .  .  .  .  -73  tons 

Base-plates: — 496  joints  @  22  lbs . 4’9  »» 

1,488  intermediates  @  13  lbs.  .  .  8'6  ,, 

Fish-plates,  496  pairs  @  7^  lbs.  per  pair  (bolts  extra)  i-6  ,, 

-  Tie-rods,  744  at  4^  lbs.  each  .  .  .  .  .  1*5  ,, 


Total  weight  ' 


89'6  tons. 


32  6  CONSTRUCTION  OF  TRAMWAYS. 

Here  follow  notices  of  three  South  American  tramways  of  recent 
design,  in  which  the  girder  rail  is  employed : — ■ 

City  of  Buenos  Ayres  Tramways 
(Mr.  Edward  Woods,  Engineer). 

Original  Section. — The  girder  rails,  Fig.  177,  are  of  steel, 
weighing  103  lbs.  per  yard.  They  stand  6^  inches  high,  6  inches 
wide  at  the  base.  The  webs  of  the  rails  are  |  inch  thick ;  the 
heads  are  3^  inches  wide,  and  the  grooves  are  i  inch  wide.  The 
fish-plates  are  ^  inch  thick,  18  inches  long,  weighing  22  lbs.  per 
pair,  and  fastened  with  four  ^-inch  bolts  and  nuts.  The  maximum 


Figs.  177  and  178.  City  of  Buenos  Ayres  Tramways  : — Sections  of  rail  and 

fastenings.  Scale  -5. 


length  of  the  rails  is  27  feet,  for  each  pair  of  which  there  are  five 
cross  iron  tie-bars,  2  inches  by  -J-  inch,  slotted  and  fixed  with 
cotters. 

Amended  Section,  Fig.  178. — A  slight  addition  to  the  weight  of 
the  rails  was  made,  to  the  extent  of  3  lbs.  per  yard,  making  a  total 
of  106  lbs.  per  yard.  The  fish-plates  were  extended  to  a  length  of 
24  inches,  and  to  lA  inch  thick,  or  Ae  inch  thicker  than  the  original 
plate ;  and  there  are  six  bolts  and  nuts  to  each  pair  of  fishes. 
The  weight  of  fish-plates  was  thus  augmented  to  36  lbs.  per  pair. 

The  quantities  per  mile  of  way,  single  line,  are  as  follows  : — 


BUENOS  AYRES  IRON  11  AY. 


327 


City  of  Buenos  Ayres  Tramways.— Quantities  of  Way, 

Single  Line. 


Original  section. 

Amended  section. 

Rails 

Weight  per  yard 

103  lbs. 

106  lbs. 

tns.  cts. 

q.  lbs. 

tns.  cts.  q.  lbs. 

9  9 

,,  mile 

161  17  0  16 

166  II  I  20 

Fish-plates 

Weight 

,,  pair 

22  lbs. 

36  lbs. 

Pairs 

, ,  mile 

400 

400  pairs 

tns.  cts.  q.  lbs. 

tns.  cts.  q.  lbs. 

Weight 

3  18 

2  8 

6828 

Fish-bolts 

Weight 

,,  bolt 

I  lb. 

I  lb. 

Number  ,,  mile 

1,600 

2,400 

cts.  q. 

lbs. 

tns.  cts.  q.  lbs. 

Weight 

9  9  9  9 

14  I 

4 

I  I  I  20 

Tie-bars  . 

Weight 

,,  bar 

16  lbs. 

16  lbs. 

Number  ,,  mile 

1,000 

1,000 

tns.  cts.  q. 

lbs. 

tns.  cts.  q.  lbs. 

Weight 

9  9  9  9 

’ 

7  2  3 

12 

7  2  3  12 

Tie-bar  cotters 

AVeight 

,,  cotter 

Lib. 

Lib. 

Number  ,,  mile 

4,000 

4,000 

cts.  q. 

lbs. 

cts.  q.  lbs. 

Weight 

17  3 

12 

17  3  12 

Total 

1  J 

Weight  of  Materials  Per  Mile. 

tns.  cts. 

q.  lbs. 

tns. 

cts.  q.  lbs. 

Rails 

161  17 

0  16 

166 

II  I  20 

Fish-plates 

3  18 

2  8 

6 

82  8 

Fish-bolts 

0  14 

I  4 

I 

I  I  20 

Tie-bars  . 

7  2 

3  12 

7 

2  3  12 

Cotters 

0  17 

3  12 

0 

17  3  12 

Tons 

•  • 

174  10 

2  22 

182 

2016 

The  cost  of  the  material,  according  to  the  amended  section,  as 
above,  per  mile  of  way,  delivered  in  Antwerp,  was,  in  1891, 

;^I,200. 

Tests  for  Rails  of  the  Amended  Section. 

The  rails  were  tested  by  Mr.  Woods  in  the  following  manner  : — • 
1st.  By  Falling  Weight. — A  piece  of  rail  10  feet  long  was  placed 


328 


CONSTRUCTION  OF  7RAMIVAYS, 


on  bearings  3  feet  6  inches  apart  centre  to  centre,  and  a  weight 
of  I  ton  was  allowed  to  fall  on  its  middle  point.  The  first  blow 
was  from  a  height  of  10  feet;  the  second  15  feet,  and  the  third 
20  feet.  The  average  amounts  of  bending  produced  by  these  blows 
were : — 

For  ist  blow  I '56  inches. 

,,  2nd  ,,  3*29  ,, 

»»  3rd  ,,  5-55 

2nd.  By  Pressure  Tests. — A  piece  of  rail  10  feet  long  was  placed 
on  bearings  3  feet  6  inches  apart,  centre  to  centre,  and  pressure 
was  applied  at  the  middle  point.  The  following  were  the  average 


results  : — 

Central 

Average 

Averag^e 

pressure. 

deflection. 

permanent  set. 

Tons. 

Inches. 

Inches. 

20 

0-054 

0-0 

25 

0*064 

0-0 

30 

O'lOI 

0-0 

35 

0-134 

0-0 

40 

0*187 

0*024 

'  '^rd.  By  Tests  for  Tensile  Strength  and  Ductility. — The  average 
tensile  strength  per  square  inch  of  original  section  was  33'i5  tons. 

The  average  reduction  of  area  at  the  place  of  rupture  by  tensile 
stress  was  49  per  cent,  of  the  original  section. 

Buenos  Ayres  Grand  National  Tramway. 

Sir  George  B.  Bruce,  the 
engineer  of  this  tramway,  em»- 
ployed  girder  -  rails,  weighing 
75  lbs.  to  77  lbs,  per  yard,  bedded 
on  concrete.  The  rails.  Fig.  179, 
are  6  inches  high,  and  6  inches 
wide  at  the  base,  in  lengths  of 
30  feet.  The  web  is  |  inch  thick  ; 
the  head  is  2  ^  inches  wide ;  the 
groove  is  i  inch  wide.  The  joints 
are  fished  with  two  plates  inch 
thick,  16  inches  long,  with  four 


Fig.  179,  Buenos  Ayres  Grand 
National  Tramway  :  Section  of 
Rail  and  Joint.  Scale  J. 


nilLADELPHIA  IRON  WAY. 


3^9 


^-inch  bolts  and  nuts.  The  rails  are  tied  to  gauge  with  slotted 
tie-bars  inches  by  -iV  inch,  with  cotters,  of  which  there  are 
six  for  each  30-feet  rail,  at  5  feet 
intervals,  'fhe  gauge  is  4  feet 
8.V  inches.  The  surface  is  paved 
with  granite  sets. 


La  Plata  Tramways. 

The  girder-rail.  Fig.  180,  designed 
by  the  engineer  of  La  Plata  Tram¬ 
ways,  Sir  Douglas  Fox,  weighs  75  lbs. 
to  76  lbs.  per  yard.  They  are  6  inches 
high,  5 1  inches  wide  at  the  base, 
with  f-inch  webs.  The  head  is 
2^  inches  wide,  with  a  groove 
I  inch  wide.  The  fish-plates  are  of 
i-inch  metal,  with  bolts  and 

nuts. 


Fig.  180.  La  Plata  Tramways  : 
—  Section  of  rails  and  fasten¬ 
ings.  Scale 


American  Practice. — High  Gir¬ 
der  Rail,  Philadelphia  Type. 

This  rail.  Fig.  181,  is  an  adapta¬ 
tion  of  the  Philadelphia,  or  step 
rail,  already  noticed,  to  the  girder 
rail.  The  rail  is  9  inches  high, 

5  inches  wide  at  the  base ;  the 
step  is  inches  high,  and  the 
total  width  of  the  head  is  5^  inches. 

The  web  of  the  ordinary  girder-rail 
is  usually  pared  down  to  a  thickness 
of  from  k  inch  to  -Ae*  inch.  So  far, 
it  has  been  noted,  none  of  the 

leading  patterns  of  girder  rail  has  failed  in  consequence  of  being 
too  thin. 


Fig.  181.  High  Girder  Rail. 
Philadelphia  type.  Section. 


CHAPTER  XXVII. 


THE  GIRDER  RAIL. 


The  girder  rail  was  originally  invented  and  patented  by  Mr. 
Charles  Burn,  in  October,  i860,  according  to  the  section.  Fig.  182, 
which  is  well  proportioned,  and  is,  in  fact,  a  modification  of  the 

Vignoles  rail  for  railways.  It  was  re¬ 
invented  and  patented  by  M.  Achille 
Legrand,  of  Paris,  in  January,  1877, 
according  to  the  section.  Fig.  183. 
Mr.  J.  Gowans  patented,  in  July,  1878, 
a  modification  of  the  girder  rail.  Figs. 
35.36  (pp.  132,  133),  in  which  the  base 
flange  is  wider  at  the  outer  side,  under 
the  tread,  than  at  the  inner  side.  Open¬ 
ings  were  made  through  the  web  of  the 
rail  at  short  intervals,  in  order  to 
lighten  the  rail,  and  to  admit  of  the  binding  of  the  concrete 
packing  through  the  rail.  This  rail  was  tried  experimentally  in 
Edinburgh  in  1877 — 78,  and  in  Dundee  in  1879. 

Although  the  girder  rail  was  not  in  any  sense  the  invention 
of  Mr.  Gowans,  yet  to  him  belongs  the  merit  of  introducing 
and  testing  the  girder  type.  By  the  rule  of  experience  it  has  been 
made  evident  that  built-up  rails — rails  constructed  of  two  or  more 
pieces — are  not  suited  for  tramway  service,  especially  with  steana 
locomotion ;  and  that,  like  railway  rails,  it  is  necessary  that  they 


Fig.  182.  Burn’s  Girder  Rail. 
Section. 


GIRDER  RAIL. 


331 


should  be  rolled  as  one  piece.  The  tramway  girder  rail  is  a  clear 
instance  of  the  survival  of  the  fittest ;  although,  singular  to  say, 
it  was,  as  above  noted,  announced  to  the  world  nearly  twenty 
years  before  it  was  brought  into  practical  use. 

Though  the  foregoing  evidence,  supplied  by  a  few  leading  tram¬ 
ways  in  favour  of  the  girder  rail,  led  up  to  the  employment  of  the 
girder  rail  in  the  case  of  the  Glasgow  Tramways,  the  Kincaid 
Tramways,  and  the  Manchester  Tramways,  there  is  a  notable 
exception  in  the  case  of  the  Liverpool  Tramways,  in  the  develop¬ 
ment  of  which  the  Deacon  system  has  been  retained.  Much  of 
the  excellence  of  this  system  is  fairly  due  to  first-rate  material  and 
workmanship,  to  the  general  design  also,  and  specially  to  the 
binding  of  the  rails  and  sleepers  by  bolts  to 
the  foundation  of  concrete.  The  facility  for 
extracting  paving  sets  at  the  surface  when 
required,  without  disturbing  the  neighbouring 
sets,  is  also  to  be  noted. 

A  few  medium  and  minor  tramways,  also, 
have  retained  for  new  work  the  system  of  way  on 
which  they  were  originally  executed.  With  these 
limited  exceptions,  new  work  and  renewals  are 
now  constructed  with  girder  rails.  A  great  variety 
of  sections  of  tramway  rails  are  exhibited  in 
the  Table,  pages  332  and  333,  m  which  upwards 
of  forty  rail  sections  are  noted,  with  the  corres¬ 
ponding  illustrated  sections.  Figs.  184  to  205, 
and  206  to  226  (pages  336,  337).  These  data,  reduced  from  the 
section  sheets  of  Messrs.  Dick,  Kerr  &  Co.,  exhibit  a  remarkable 
variety,  the  reason  of  which  is  not  very  obvious,  though  probably 
one  of  ,the  chief  causes  has  arisen  from  the  difficulties  of  rolling 
such  sections, — prohibitory,  for  the  most  part,  in  the  early  days  of 
girder  rolling, — in  large  and  spread  sections.  Much  of  the  difficulty 
has  disappeared  since  steel  was  introduced  to  take  the  place  of 
iron,  for  the  manufacture  of  girder  rails,  which  it  now  does  entirely; 
and,  in  any  case,  larger  and  stronger  sections  have  been  in 
demand  to  meet  the  heavier  work  of  steam  traction. 


Fig.  183.  Girder 
Rail,  by  A. 
Legrancl. 


33- 


CONSTRUCTION  OF  TRAM  WAYS, 


Table  of  Weights  and  Leading  Dimensions  of  Steel 

Tram  Girder  Rails. 

(Reduced  from  the  Section  Sheets  of  Messrs.  Dick,  Kerr  &  Co.) 


Order 

number. 


No. 

2 


3^^ 


6-^ 


10 


1 1 

13 

14 

15 

16 

17 

18 

19 

20 

21 


Names  of  tramwa)  s. 


Tramways. 

Spanish  . 
Gateshead-on-Tyne 
Woolwich  and  South 
east  London  . 
Wigan 
Ipswich  . 

Madrid  . 

Bucharest 
Brighton  . 

Malaya  . 

Panama  . 

Norwood  &  Croydon 
Hartlepool 
South  Staffordshire 
Cardiff 

Southampton  . 

La  Plata  . 

Accrington 
Port  Glasgow  . 
Birmingham  Midland 
Manchester,  Bury, 
and  Rochdale 
N  ewcastle-on-Tyne 
Manchester,  Bury, 
and  Rochdale 
Dublin  United 

Brazilian  . 
Bridgetown 
London,  Camberwell 
and  East  Dulwich 
Portsmouth 
Brisbane  . 

Seville 
Brisbane  . 


AVeight  of 
rail  per  yard. 


Lbs. 

50  to  53 


r56  „  58 


1 

I 

^6o  ,,  63 


[  74  „  77 


75  M  78 


75  M  78 

I  88  ,,  92 
90  ,,  94 

I  90  94 

90  ,,  94 

35 

40  ,,  42 
65  ,,  68 

55  M  57 

77  „  80 


• 

0  • 

Thickness 

<3^  . 

t-M 

JD 

of  base. 

Height  by 
width  of 

0  ^ 

0  . 

■4^  0 

base. 

^  0) 
'S  0 

TS  0 
U"  ^ 
>  M 

3  0 

B  ^ 

At 

Near 

edges 

w'eb. 

[ns.  by  ins. 

Ins. 

Ins. 

Inch 

Inch. 

Inch. 

X 

•sr 

3 

I 

7 

16 

1 

4 

-h 

X  4 

3 

I 

3 

8 

1 

4 

1 

2 

5  x5 

3 

I 

i  .‘i 

4  3  2 

1 

4 

L 

2 

6  X  6 

3 

I 

3 

8 

5 

TIT 

5 

8 

6  x6 

3 

I 

3 

8 

5 

16 

S 

8 

6x6 

016 

I 

3 

8 

5 

16 

5 

8 

6x7 

3i\ 

1 

7 

16 

5 

16 

5 

8 

7  x? 

3 

I 

3 

8 

5 

16 

5 

1  6 

7  x; 

35 

I 

i 

0 

1 

4 

5 

8 

full. 

7  x; 

3 

7 

8 

3 

8 

5 

16 

5 

8 

bare. 

3^x  3 

I 

1 

4 

_3 

16 

3 

8 

3i  x3 

2  — 

1 

5 

16 

3_ 

1  6 

5^x5 

3liT 

I 

3 

8 

1 

4 

bare. 

4^x4 

3 

I 

3 

8 

1 

4 

JL. 

16 

6  x6^ 

0 

I 

3 

8 

L 

4 

iV 

GIRDER  RAIL. 


333 


Table  of  Weights  {continued). 


1 

Thickness 

Height  by 
width  of 
base. 

0)  . 

-O 

of  base. 

Order 

Names  of  tramways. 

Weight  of 

G-. 

0  (iJ 

number. 

rail  per  yard. 

^  l- 

^  9 

0 

nj  0 

3  0 

^  > 
rj  0 

^  tUJ 

c 

At 

Neat 

> 

C  ^ 

edges 

web. 

No. 

Tramways. 

Lbs. 

Ins.  by  ins. 

Ins, 

Ins. 

Inch. 

Inch. 

Inch. 

Birmingham  . 

25  ] 

Leeds 

Huddersfield  . 

>  97  to  100 

7  x? 

35 

16 

1 

0 

5 

16 

IL 

16 

Bradford  . 

0  • 

26 

North  London  . 

90  ,,  92 

6x7 

35 

I 

7 

16 

5 

T5 

5 

8 

lull. 

27 

Melbourne 

67  ,,  70 

5^  X  si 

7 

R 

a 

8 

1 

4 

7 

1  6 

28 

Melbourne 

74  M  77 

cAL.  X  6)— 
016  ^8 

0 1  5 
"^16 

7 

8 

a 

8 

1 

4 

1 

2 

29 

Melbourne 

87  ,,  90 

6jl  v-  a  5_ 
^16  ^  ^16 

1 

08 

7 

8 

1  6 

1 

4 

9 

16 

( 

North  Metropolitan . 

) 

full. 

30  j 

South  London  . 
Edinburgh 

>90  >>  93 

7iV  ^ 

35 

I 

jr_ 

]  6 

a 

8 

16 

3^ 

Berlin 

77  M  80 

6  X4f 

4i 

li 

7 

1  6 

1 

4 

i 

1  6 

33 

Guinness  Brewery  . 

76 

7^x4 

3t15 

I 

7 

16 

1 

4 

jr_ 

1  6 

34 

German  . 

90 

7^X78 

3^5 

3I 

15 

1 

2 

11 

16 

35 

German  . 

82 

6  X  si 

T5 

;t 

8 

11 

T6' 

36 

Argentine 

103 

Og  X  Uj  g 

35 

7 

8 

5 

8 

5 

1  6 

11 

1  6 

37 

Guinness  Brewery  . 

79 

7ix4 

0  X. 
08 

li 

a 

8 

1 

4 

11 

16" 

3« 

Argentine 

84 

6x7 

3 

7 

8 

1  6 

5 

1  6 

5 

8 

39 

Argentine 

102 

6  X  7 

3i 

7 

8 

9 

16 

5 

16 

9 

16 

40 

Argentine 

74 

5ix6i 

3i 

Il^6 

a  1 

8 

i  1 

4  52 

9 

1  6 

41 

Midland  . 

76 

6x6 

25 

1.5 

T6 

a 

8 

1 

¥ 

5 

8 

42 

South  London  . 

lOI 

8  X  6 

3t^6 

15 

T6 

1 

a 

8 

9 

16 

43 

Argentine 

106 

6i  X  7 

X 

08 

I5 

s  1 

8  ;3  2 

5 

16 

11 

16 

44 

Argentine 

6  X  4^ 

3f 

I? 

1 

a 

8 

1 

0 

45 

Argentine 

72 

5ix5| 

3d6 

If 

a 

8 

1 

4 

9 

1  6 

46 1 
47 

Hamburg 

Barcelona 

1  86 

55x51 

45 

l¥ 

a 

8 

5 

16 

9 

16 

London  . 

90 

7  x6h 

35 

I 

7 

T5 

5 

1  6 

9 

16 

48 

Spanish  . 

48 

4  x4f 

3iV 

I5 

a 

8 

5 

16 

JT 

1  6 

49 

Mexican  . 

41 

6x4 

25 

I 

1 

4 

.6 

16 

a 

8 

bare. 

50 

Glasgow  . 

79 

hi  ^  si 

3i 

I5 

7 

1  6 

1 

4 

a 

8 

51 

Indian 

95 

7  X  64 

3l 

15 

16 

iV 

5 

1  6 

5 

S 

54 

Alford  and  Sutton  . 

46 

41  X  3^^ 

3i 

I5 

a 

8 

1 

4 

A 

bare. 

55 

German  . 

83 

78  X5i 

3l 

I 

a 

8 

5 

15 

15 

Reverting  to  the  Table,  it  appears  that  steel  girder  rails  have 
been  rolled,  weighing  from  50  lbs.  per  yard  to  106  lbs.  per  yard ; 


334 


CONSTRUCTION  OF  TRAMWAYS. 


that  girder  rails  vary  in  height  from  4  inches  to  a  maximum  of 
8  inches ;  and  from  a  3-inch  width  of  base  flange  to  a  maximum 
width  of  7  inches,  and  that  the  head  varies  from  2%  inches  to 
4l  inches  in  width. 

The  flange  base  tapers  transversely  in  thickness  from  about 
I  inch  in  thickness,  near  the  edge,  to  from  f  inch  to  -f-i-  inch, 
speaking  generally,  near  the  web  :  the  base  joining  the  web  with  a 
quarter  circle  filling.  The  web  is  most  commonly  from  f  inch  to 
^  inch  in  thickness.  In  several  instances  the  thickness  of  the  web 
is  excessive,  as  in  No.  36  and  others.  Nos.  i,  14,  15,  16,  and  30 
are  fairly  well-balanced  sections,  without  undue  fulness  of  web ; 
and  having  the  vertical  centre  line  of  the  web  just  in  line,  or  very 
nearly  so,  with  the  edge  of  the  groove,  through  which  the  vertical 
pressure  of  the  load  passes.  No.  28  gives  an  instance  of  a  bad 
side-bearing  for  the  fish-plates,  under  the  tread.  It  is  much  too 
oblique  for  stability,  and  would  have  been  much  better  if  it  had 
been  more  steeply  sloped,  with  a  suitable  fish-plate,  as  indicated 
in  dot  lining.  Nos.  6,  47,  and  55  offer  good  bearing  surface  for 
fish-plates.  In  No.  35,  the  overhang  of  the  principal  bearing  point 
of  the  tread  is  specifically  bad,  resulting  in  severe  torsional  stress. 

The  lip  flange  or  guard,  forming  the  outer  side  of  the  groove, 
should  be  about  4-  inch  in  thickness. 

^  f 

The  usual  tests  for  steel  tramway  girder  rails  are  as  follows  : — 

Breaking  stress,  tensile,  from  37  tons  to  43  tons  per  square 
inch;  elongation  in  a  length  of  8  inches,  at  least  15  percent; 
contraction  of  sectional  area,  at  least  30  per  cent.  A  short  piece 
of  the  rail,  5  feet  long,  placed  on  supports  3  feet  apart,  must  resist 
a  blow  from  a  weight  of  i  ton  falling  freely  on  its  centre  or  middle 
point,  from  a  given  height,  without  causing  more  than  i  inch  of 
deflection  at  the  centre,  according  to  the  following  scale : — 


Weight  of  rail  per  yard. 

Height  of  first  fall. 

Height  of  second  fall. 

60  lbs.  to  70  lbs. 

6  feet. 

15  feet. 

70  ,,  80  ,, 

7 

80  „  90  „ 

8  „ 

20  ,, 

90  ,,  100  ,, 

9 

22J  ,, 

The  same  piece  of  rail,  after  having  been  so  tested,  must,  in  the 


GIRDER  RAIL. 


335 


same  position,  be  exposed  to  a  second  blow  from  the  same  weight 
falling  freely  through  the  heights  above  noted  for  the  second  fall, 
without  exhibiting  any  sign  of  fracture. 

The  girder  rails  for  the  Huddersfield  Corporation  Tramways 
were  tested  both  for  deflection  under  a  falling  weight,  and  also  for 
deflection  under  a  given  dead  pressure.  A  piece  of  the  Hudders¬ 
field  rail,  of  98  lbs.  per  yard,  5  feet  long,  was  laid  on  supports 
3h  feet  apart ;  and  was  exposed  to  four  successive  blows  from  a 
falling  weight  of  half  a  ton,  or  1,120  lbs.,  dropped  through  a 
height  of  20  feet. 

I  St  blow  inch  deflection  at  middle 
2nd  , ,  I  , ,  , , 

3rd  ,,  2|  ,,  „ 

4th  ,,  3|-  ,,  ,, 

A  dead  pressure  of  25  tons  was  applied  at  the  middle  of  a  like 
piece  of  rail  for  a  period  of  thirty  minutes.  The  load  was  then 
removed,  and  it  was  found  that  there  was  no  permanent  set. 

Samples  of  girder  rails  supplied  by  Messrs.  Dick,  Kerr  &  Co. 
to  several  tramway  companies  were  tested  for  tensile  resistance. 
Particulars,  with  sections  of  the  rails,  are  given  in  the  Table,  pages 
332  and  333,  and  illustrations.  Figs.  184  to  205,  and  206  to  226 
(pages  336,  337).  They  can  be  identified  by  means  of  the 
reference  order  numbers. 


Results  of  Tests  of  Tramway  Girder  Rails  for  Tensile 

Resistance. 


Tramway. 

Order 
no.  of 
section. 

Weight 
of  rail 
per yard. 

Breaking 
weight 
(tensile)  per 
sq. inch. 

Elongation 
in  a  length 
of  eighteen 
inches. 

Contrac¬ 
tion  of 
sectional 
area. 

No. 

Lbs. 

Tons. 

Per  cent. 

Per  cent. 

West  Metropolitan  . 

10 

76 

42-13 

24-90 

52-64 

Durban  , 

6 

50 

41 ’55 

23*00 

53-18 

Calcutta  . 

51 

95 

44-76 

19-25 

52*40 

North  Metropolitan  . 

30 

90 

42-00 

21*00 

55'6o 

Huddersfield 

25 

98 

43‘8i 

i8'io 

47-80 

London  , 

47 

90 

39-61 

20*40 

58-88 

Brazilian  . 

17 

37 

39-28 

20-50 

51-95 

Averages  . 

•  • 

•  • 

41-87 

21*02 

53-20 

33& 


CONSTRUCTION  OF  TRAMWAYS. 


No.  14. 


No.  17.  No.  18. 


Figs.  184  to  205. — Sections  of  Steel  Girder  Rails.  (Reduced  from  the 
Section  Sheets  of  Messrs.  Dick,  Kerr  &  Co.)  Scale 


GIRDER  RAIL. 


337 


No.  37. 


Figs.  206  to  226. — Sections  of  Steel  Girder  Rails.  (Reduced  from  the 
Section  Sheets  of  Messrs.  Dick,  Kerr  &  Co.)  Scale 

Z 


338 


CONSTRUCTION  OF  TRAMWAYS. 


A  type  of  girder-rail  tramway  recently  designed  and  constructed 
by  Mr.  Joseph  Kincaid,  is  illustrated  by  Figs.  227  and  228.  The 
rails  are  of  steel,  weighing  78  lbs.  per  yard  ;  6  inches  high,  6  inches 
wide  at  the  sole  or  base.  The  web  is  |  inch  thick  ;  the  base  is 

h  inch  thick  near  the  web ; 
tapering  in  section  to  Ar  inch 
at  the  edges.  The  head  is 
3  inches  in  total  width,  giving 
ij  inches  width  of  tread, 
I  inch  width  of  groove,  and 
J  inch  width  or  thickness  of 
guard  -  flange  or  fillet.  The 
rails  are  fished  with  f-inch 
iron  plates,  14  inches  long, 
and  four  ^-inch  bolts  and 
nuts.  The  joints  are  further 
secured  with  f-inch  iron  joint- 
plates,  or  slipper  -  plates,  16 
inches  long,  9  inches  wide, 
turned  over  the  edges  of  the  base,  to  give  a  tight  hold  of  the  ends 
V  of  the  rails  without  the  aid  of  bolts. 

The  ground  is  excavated  for  a  depth  of  12  inches  below  the  level 
of  the  rails,  and  upon  the  bottom  of  the  excavation  a  6 -inch  bed 


!  ii''  P  \ 

(If  jfif  1/' 

W  "  4’  !■' 

,(/•  i 

■’  ill  V* 

>1''  4  "1  iiC'illi  -r  .,ii 

i'-'**"  r-^v^ 

Fig.  228. — Type  of  Girder  Rail  Tramway  (Mr.  Kincaid)  : — Cross  Section 

of  Way.  Scale  A* 


of  Portland-cement  concrete  is  laid  in.  The  rails  are  laid  on  the 
concrete,  and  a  i-inch  layer  of  gravel  covers  the  concrete,  to 
receive  and  give  bedding  for  the  pavement,  which  consists  of 
5 -inch  granite  sets.  The  rails  are  tied  to  the  usual  gauge,  4  feet 
Sh  inches,  by  iron  tie-bars,  ih  inches  by  f  inch,  8  feet  apart, 
notched  at  one  end  into  the  web  of  the  rail,  and  set  to  gauge  by 


^  Fig.  227. — Type  of  Girder  Rail  Tram¬ 
way  (Mr.  Kincaid)  : — Section  of 
Rails  and  Fastenings.  Scale  f. 


GIRDER  RAIL, 


339 


means  of  a  screw  formed  on  the  other  end,  with  a  nut  and  a  jamb- 
nut.  The  interspaces  between  the  sides  of  the  rails  and  the  paving 
sets  are  packed  with  concrete. 

A  statement  of  quantities  and  costs  for  one  mile  of  single  line 
laid  with  girder  rails,  in  accordance  with  the  design  as  illustrated 
and  described,  is  here  subjoined. 

Type  Girder  Rail  Tramway  :  Quantities  and  Cost  of 
One  Mile,  Single  Line,  1893. 

(Mr.  Kincaid). 

Tons.  cwts.  qrs.  s,  d.  £  s.  d. 


122 

1 1 

2 

Steel  girder  rails,  78  lbs.  per  yard 

6 

0 

0—735 

9 

0 

3 

4 

3 

Wrought-iron  fish-plates,  16^ 

lbs. 

per  pair  .... 

• 

7 

0 

0 —  22 

13 

3 

2 

I 

I 

Wrought-iron  joint  plates,  loj 

lbs. 

each  .... 

• 

12 

0 

1 

6 

15 

0 

4 

10 

0 

Wrought-iron  tie-bars,  15:^ 

lbs. 

each  .... 

• 

12 

0 

0—  54 

0 

0 

I 

0 

0 

Bolts,  nuts,  and  washers 

• 

20 

0 

0 —  20 

0 

0 

1,662 

c. 

yds. 

Excavation  .... 

• 

0 

2 

6 — 207 

15 

0 

846 

Portland  cement  concrete  . 

• 

0 

15 

0—634 

10 

0 

1,760  1. 

yds. 

Laying  the  way  . 

• 

0 

I 

6—132 

0 

0 

Total  cost  of  way  per  mile. 

sing 

le  line 

2 

3 

4,376  s.  yds.  Granite  paving  sets,  including 
i-inch  bed  of  gravel,  laying 
and  grouting  per  mile,  single 

line . 07  6—1641  0  0 

Total  cost  of  way  and  paving  per  mile, 

single  line . 2  3 

Say  ^3»500* 


z  2 


CHAPTER  XXVIII. 


GENERAL  CONCLUSIONS  ON  THE  CONSTRUCTION 

OF  TRAMWAYS. 

It  needs  but  a  glance  at  the  illustrations  of  practice  in  tramway* 
construction,  to  perceive  that  great  advances  have  been  made  in 
design  and  execution.  The  advantages  of  solidity  and  direct¬ 
ness  of  construction  have  been  developed  in  the  experience  of  the 
Liverpool  Corporation  Tramways,  where  the  steel  rail,  longitudinal 
timber  sleeper,  and  concrete  bed,  having  been  thoroughly  united,, 
in  conjunction  with  a  perfect  system  of  paving,  have,  during  the 
last  three  or  four  years,  endured  the  heaviest  cross  traffic  and 
longitudinal  traffic  in  the  world,  at  but  a  nominal  cost  for  repair. 
The  adoption  of  cast-iron  sleepers  for  these  tramways  led  up  to 
one  of  the  most  complete  systems  of  tramway  for  streets  of 
maximum  heavy  traffic. 

The  system  of  Barker  and  the  more  recent  systems  of  Shaw, 
Mackieson,  and  Dugdale,  may  be  classed  with  the  Deacon  system 
(Liverpool),  as  structural  combinations  of  rails  and  continuous,  or 
nearly  continuous,  cast-iron  longitudinal  sleepers.  But  whilst  in 
Barker’s  and  Deacon’s  systems  solid  vertical  walls  are  presented  as 
lateral  bearing  surfaces  for  the  paving,  in  the  others  the  sleepers 
are  of  the  nature  of  open  framing,  and  are  packed  flush  with  con¬ 
crete  to  provide  lateral  bearing  surface.  With  the  exception  of 
the  Shaw  system,  in  which  the  rail  is  supported  on  pedestals  at 
short  intervals,  they  make  a  floor  for  supporting  the  rails,  which 
affords  a  bearing  that  is  practically  continuous. 

The  girder-rail  and  cross-sleeper  system,  embedded  in  concrete, 


GENERAL  CONCLUSIONS  ON  CONSTRUCTION.  34 1 


now  practised  in  Glasgow,  is  an  instance  of  perfected  design,  logi¬ 
cally  developed  by  experience.  In  the  retention  of  the  cross-timber 
sleeper,  with  respect  to  which  the  engineers  of  the  Glasgow  Cor¬ 
poration  Tramways  stand  almost  alone  in  their  practice,  there  is 
no  evil  consequence  whatever,  and  there  are  the  advantages  of 
complete  control  of  gauge,  economy  of  maintenance,  partial 
absorption  of  vibration,  efficient  support  where  underground  sub¬ 
sidences  may  happen  to  take  place,  and  the  facility  for  shifting 
the  rails  laterally  upon  the  sleepers  without  disturbance  of  the 
substructure,  where  such  adjustment  may  happen  to  be  required. 

The  Kincaid  system,  likewise,  has  been  logically  matured,  and 
it  is  a  satisfactory  development  of  the  type  of  rail  supported  on 
isolated  pedestals.  It  was  improved  by  the  adoption  of  rails  of  a 
better  and  stronger  section,  by  the  extension  of  the  bases  of  the 
chairs  or  sleepers,  so  as  to  form  a  practically  continuous  base,  by 
the  adoption  of  iron  cotter-fastenings,  and  by  the  development  of 
a  sufficient  foundation  of  concrete.  The  supporting  of  the  rails 
at  intervals  only,  provides  for  a  slight  elastic  reaction,  and  the 
consequent  prevention  of  absolute  rigidity,  whilst  the  vertical 
stress  is,  by  the  method  of  construction,  landed  on  and  limited  to 
the  centre  of  the  pedestal- sleeper, — a  concentration  which  is 
conducive  to  stability,  and  is  desirable  in  a  system  in  which 
transverse  cotter-fastenings  are  adopted. 

The  principle  of  a  system  of  rails  supported  by  comparatively 
isolated  chairs  of  cast-iron,  is  embodied  in  the  systems  of  Wilson, 
Vignoles,  and  Aldred-Spielmann. 

In  the  Wilson  system,  laid  on  the  Southampton  Street  Tram¬ 
ways,  a  rail  of  considerable  section  is  carried  in  cast-iron  chairs  of 
large  base,  at  wide  intervals,  without  any  approach  to  continuity. 
The  rail  is  unusually  heavy,  of  its  kind — 55  lbs.  per  yard; — and 
it  has  an  unusually  long  bearing  in  the  chairs  :  conditions  en¬ 
suring  a  great  degree  of  strength,  and  contrasting  in  this  respect 
favourably  with  those  of  the  Kincaid  way  at  Bristol,  in  which  the 
chairs,  at  the  same  distance  apart,  and  of  great  length  of  base, 
only  give  a  3i-inch  bearing  to  the  rail,  which  weighs  just  50  lbs. 
to  the  yard. 


342 


CONSTRUCTION  OF  TRAMWAYS. 


The  Vignoles  rail  is  carried  in  chairs  at  30-inch  centres,  and  is 
correspondingly  light— 42J  lbs.  per  yard, — lighter  than  any  other 
suspended  rail.  But  the  most  has  been  made  of  the  metal,  by 
rolling  the  rail  to  a  depth  of  5  inches,  though  the  central  web  is 
but  f  inch  in  thickness.  The  rail  is  open  to  the  objection  of 
having  only  a  one-sided  support,  on  a  half-chair,  as  it  may  be 
called,  to  which,  necessarily,  it  is  bolted  laterally:  the  rail  de¬ 
pending  upon  the  bolts  and  nuts  to  be  kept  in  position.  This 
dependence  is  rendered  inevitable  by  the  inclination  of  the  bearing 
surface  of  the  rail  upon  the  top  of  the  chair.  Had  the  inclination 
been  reverse,  the  stability  of  the  structure  would  have  been 
greater.  The  employment  of  transverse  timber  sleepers  is  a  good 
feature  in  the  design  of  this  system. 

The  Aldred-Spielmann  rail,  laid  in  cast-iron  chairs  on  cross 
sleepers,  is  interesting  as  a  reversible  rail,  and  as  a  rail  which 
fishes  itself,  by  the  break -joint  method  of  laying  the  two  halves 
of  the  rail.  Since  the  bearing  rail  is,  in  a  manner,  wedged 
upon  the  guard-rail,  constant  contact  and  tightness,  as  well 
as  mutual  support,  are  ensured.  As  the  way  is  laid  on  and 
spiked  to  transverse  timber  sleepers  in  concrete,  it  is  both  a  secure 
and  an  easy  rail ;  and  it  has  done  good  service  in  the  London 
Tramways  and  other  lines. 

Page’s  system  of  semi-continuous  bearings  of  rails  and  WTought- 
iron  standards  may  be  classed  with  the  Kincaid  and  Cockburn- 
Muir  systems.  It  is  open  to  the  objection  that  the  width  of  the 
bearing  for  the  rail  upon  the  sleeper  is  very  narrow,  and  that  the 
rail  considerably  overhangs  its  own  base,  at  both  sides.  In  the 
other  systems,  the  rail  takes  a  bearing  for  its  whole  breadth  on  the 
sleeper  or  chair.  In  Meakins’  system,  as  laid  by  Mr.  Dixon,  the 
rail  is  also  supported  on  a  bearing  which  is  narrower  than  its  own 
width.  But  the  objection  of  overhang,  in  this  system,  is  obviated 
by  the  secure  method  of  uniting  the  rail  with  the  angle-iron 
brackets,  by  riveting. 

Ways  constructed  on  the  principle  of  the  girder-rail  are  amply 
represented  by  the  systems  of  Gowans,  Macrae,  Johnstones  & 
Rankine,  Winby  &  Levick,  and  Kerr.  To  Mr.  Gowans  is  due 


GENERAL  CONCLUSIONS  ON  CONSTRUCTION.  343 


the  merit  of  having  first  promoted  and  introduced  the  girder-rail, 
which  Mr.  Macrae  was  the  first  to  lay  down.  The  rail,  as  devised 
by  Mr.  Gowans,  was  peculiarly  formed, — with  a  flange-base  wider 
on  one  side  of  the  web  than  on  the  other ;  and  with  perforations 
in  the  rail.  These  refinements  have  not,  generally,  been  much 
appreciated.  Mr.  Macrae  abandoned  them,  though  he  appre¬ 
hended  the  advantages  of  the  girder  form ;  and  he  adopted  an 
ordinary  solid  rail,  corresponding  to  the  old  railway  railofVig- 
noles.  So  also  have  the  other  engineers  just  named.  Difficulties 
naturally  arose  in  the  perfecting  of  the  methods  of  rolling  rails— 
particularly  steel  rails — with  a  groove,  and  with  so  wide  a  base ; 
though  a  wide  base  was  only  needful  where  the  rail  was  to  be 
embedded  in  concrete  and  was  to  rely  on  its  hold  upon  this  alone 
for  stability.  It  was  preferable,  as  a  matter  of  manufacture,  that  a 
base-flange  of  limited  width  should  be  rolled  ;  and  a  limited  flange 
was  adopted  by  Messrs.  Johnstones  &  Rankine,  who  really  did 
not  require  a  wide  base,  since  they  possessed  a  solid  foundation 
in  the  transverse  sleepers  which  they  employ,  to  which  the  rails 
could  be  securely  spiked.  Messrs.  Winby  &  Levick  and  Mr. 
Kerr  devised  other  means  of  utilising  the  limited  base-flange,  by 
bolting  and  clipping  the  girder  rail  to  wider  base-plates  or  sleepers, 
and  so  providing  ample  bearing  surface  in  combination  with  the 
limited  flange-base. 

In  the  later  developments  of  the  solid  girder-rail,  conveniently 
rolled  sections  have  been  introduced.  Messrs.  Johnstones  & 
Rankine’s  system  obviously  combines  the  advantage  of  a  well- 
constructed  foundation  and  a  secure  hold  for  the  rails,  with 
perfect  freedom  for  detachment  or  uplifting  when  removal  is 
required  whilst  Mr.  Kerr  anchors  his  rails  and  sleepers  together 
in  the  concrete — inseparable  without  breaking  up  the  foundation ; 
and  Messrs.  Winby  &  Levick,  on  the  contrary,  content  them¬ 
selves,  like  Mr.  Barker,  with  depositing  the  metal  structure  on 
the  floor  of  the  excavated  space,  reserving  the  freedom  for  readily 
detaching  and  removing  the  rails. 

With  regard  to  the  sections  of  rails  for  what  may  be  called  the 
composite  ways,  in  which  rails  are  laid  on  metal  sleepers  or 


344 


CONSTRUCTION  OF  TRAMWAYS. 


chairs,  they  have  evidently  drifted  towards  the  T  section — a 
grooved  head  with  a  central  web — initiated  by  Mr.  Cockburn- 
Muir.  Its  advantages  are  manifest.  In  it  are  combined  lightness, 
strength,  stiffness,  and  compactness  ;  and  facility  for  fish-jointing 
when  required,  though  it  must  be  acknowledged  that  the  joint 
made  by  Mr.  Cockburn-Muir,  by  means  of  a  long  wedge  in  his 
block-sleeper,  has  never  been  surpassed.  Fastenings  by  means  of 
wedges  or  bolts  are  generally  preferable  to  cotter  fastenings. 

As  to  the  material  for  tram-rails,  the  results  of  the  respective 
wears  of  steel  rails  and  iron  rails  in  Glasgow,  reported  by  Messrs. 
Johnstones  &  Rankine,  appear  to  show  that  the  iron  rails  were  as 
durable  as  the  steel  rails ;  whilst  it  is  also  apparent,  from  the 
results  of  Mr.  Cockburn-Muir’s  tests  for  deflection,  that  iron 
rails  were,  within  their  elastic  limits,  practically  as  stiff  as  steel 
rails. 

The  imperative  necessity  for  maintaining  the  pavement  coinci- 
dently  with  the  way,  not  only  for  the  special  business  of  the  tram¬ 
way,  but  also  for  the  other  business  of  the  street,  has  led  to  the 
general  adoption  of  means  for  efficiently  supporting  the  pavement, 
particularly  the  parts  adjacent  to  such  as  lies  next  the  rails;  and, 
in  addition,  at  Liverpool,  the  exact  dressing  of  the  paving-stones, 
next  the  rails,  in  order  to  provide  the  maximum  area  of  bearing 
surface  and  so  to  minimise  the  wear,  and  the  consequent  tendency 
-to  form  objectionable  ridges  next  the  rails.  The  reports  of  the 
London  General  Omnibus  Company  afford  evidence  of  the  incon¬ 
venience  of  unequal  and  local  wear  of  way  and  paving.  ‘‘  The 
deplorable  state  of  the  main  thoroughfares  in  the  eastern,  southern, 
and  northern  parts  of  the  Metropolis,”  it  was  reported  in  1878,  ‘‘was 
destructive  of  the  wheels,  springs,  and  under  carriages  of  ordinary 
vehicles.  The  cost  for  wheels  alone  for  the  Company’s  omnibuses 
increased  from  los.  per  omnibus  per  year  to  ^£"15  per  omnibus 
per  year  since  the  introduction  of  tramways.  Valuable  horses  have 
constantly  been  injured  by  straining  and  slipping  on  the  rails.” 

It  is  apparent  that  a  first-rate  rolling  surface  is  of  the  essence  of 
a  tramway — a  street  railway ; — and  it  is  not  well  to  study  too 
closely  the  mere  element  of  first  cost,  in  the  amount  of  which,  for 


GENERAL  CONCLUSIONS  ON  CONSTRUCTION, 


345 


efficient  systems  of  tramway,  the  variation  is  not  of  very  considerable 
importance.  The  practical  value  of  a  good  rolling-surface,  on  the 
contrary,  can  scarcely  be  over-estimated ;  for  the  running  and  car 
expenses  are  influenced  to  a  very  great  extent  by  the  condition  of 
the  surface,  and  they  constitute  nearly  two-thirds  of  the  total 
working  expenses. 

With  a  perfect  rolling  surface,  an  even  and  durable  pavement 
must  be  associated,  in  order  that  uniform  levels  may  be  preserved, 
not  necessarily  for  the  special  business  of  the  tramway  only,  but 
also  for  the  other  business  of  the  street.  A  completely  constructed 
tramway  must,  therefore,  combine  a  perfect  unyielding  rolling  sur¬ 
face  with  a  firm  and  durable  pavement.  A  perfect  rolling  surface 
it  was  impossible  to  fulfil  so  long  as  the  rails  were  fastened  by 
vertical  spikes  or  bolts  passed  through  the  groove  in  the  rail.  But 
when  the  side-fastenings  of  Mr.  Larsen,  improved  by  Mr.  Hopkins, 
were  introduced,  by  which  the  rail  was  lapped  upon  the  longi¬ 
tudinal  sleeper,  and  was  tied  down  by  lateral  staples  at  each  side, 
entirely  out  of  the  reach  of  derangement  by  the  strokes  of  the 
traffic,  the  problem  was  greatly  simplified.  The  stiffness  of  the 
rail,  vertically  as  well  as  laterally,  was  greatly  augmented  by  the 
adoption  of  the  side-fastenings.  These,  whilst  they  were  placed 
beyond  the  reach  of  blows  at  the  surface,  were  enabled,  in  virtue 
of  their  lateral  disposition,  to  resist  with  powerful  leverage  the 
force  of  oblique  lateral  strokes — a  function  in  respect  of  which  a 
central  spike  or  bolt  was  clearly  inferior  to  the  side-staple.  Vertical 
movement  under  the  traffic  was  prevented,  and  the  destructive 
action  of  blows  from  the  surface  was  checked  in  the  initiatory 
stage.  The  staple-fastening  was  so  simple,  and,  after  its  intro¬ 
duction,  so  obvious,  that  one  may  wonder  at  the  primitive  combi¬ 
nation  of  a  flat-grooved  bar,  of  minimum  strength,  with  a  vertical 
spike,  which  was  used  for  several  years.  Let  us  wonder,  and  pass 
on.  But  before  passing  on,  let  us  note  that  Mr.  Livesey  and 
Mr.  Cockburn-Muir  had  from  an  early  period  perfectly  well  appre¬ 
ciated  the  mechanical  necessity  for  applying  the  fastenings  of  the 
rail  apart  from  the  rolling  surface,  and  had  accordingly  applied 
wedge-fastenings  at  the  sides  of  the  rail.  Their  system,  as  systems 


346 


CONSTRUCTION  OF  TRAMWAYS. 


of  iron  way,  were  long  in  advance  of  their  time  in  the  home 
countries ;  and  though  these  systems  have  not  entered  into  the 
domain  of  English  practice,  they  were  long  since  in  general  prac¬ 
tice  abroad. 

The  function  of  the  substructure  is  to  support  the  rails,  and  also 
to  keep  them  in  gauge,  whilst  the  foundation  is  laid  to  provide  a 
firm  and  uniform  base  for  the  rails  and  the  paving  conjointly, 
maintaining  both  of  them  to  one  level.  In  some  systems  of  tram¬ 
way,  the  substructure  is  to  some  extent  identified  with,  and  forms 
part  of,  the  foundation.  The  foundation,  in  nearly  all  systems, 
consists  wholly  or  mainly  of  concrete — an  artificial  stone  or  com¬ 
pound  of  considerable  cohesive  force,  admirably  adapted,  when 
properly  made,  for  supporting  dead  weights  on  the  ground,  and 
distributing  superincumbent  pressure.  With  a  broad  base  of  con¬ 
crete  the  maintenance  of  the  rails  and  the  pavement  at  a  uniform 
level  may  be  effectually  performed.  A  wide  solid  base  is  indis¬ 
pensable  for  the  purpose,  and  if  not  already  provided  by  nature  or 
by  previous  use,  it  must  be  supplied  by  art. 

The  substructure  should  afford  a  continuous  support  to  the 
rail,  for  the  construction  of  a  continuous  bearing  is  simpler  and 
better  than  the  construction  required  for  intermittent  bearings ; 
and,  before  all,  the  continuity  of  support  contributes  to  the  per¬ 
fection  and  permanence  of  the  rolling  surface,  not  alone  by 
insuring  longitudinal  and  lateral  stiffness,  but  also  by  preventing 
the  twisting  or  torsion  of  the  rail  which  would  be  caused  by  the 
eccentric  pressure  of  the  wheel  on  a  suspended  rail.  Take  the 
centre-line  of  the  2 -inch  rolling-surface  of  a  rail  4  inches  wide,  as 
the  line  of  insistent  vertical  pressure ;  it  lies  only  one  inch  from  the 
outer  edge  of  the  rail,  and  it  is  one  inch  off  the  central  line  of 
support.  Obviously,  therefore,  the  rail  which  is  supported  by 
intermittent  bearings,  is  exposed  to  twisting  stress  between  the 
bearings,  tending  to  cant  it  sidewise ;  and  it  is  required  to  be 
stiffened  enough  to  resist  such  torsional  stress.  Besides,  the 
same  stress  ultimately  reaches  and  strains  the  fastenings. 

An  extensive  area  of  bearing-surface  between  the  rails,  the  sub¬ 
structure,  and  the  foundation  is  not  indispensable.  It  has  been 


GENERAL  CONCLUSIONS  ON  CONSTRUCTION.  347 


demonstrated  by  experience  that  the  continuous  bearing  of  two 
longitudinal  sleepers,  4  inches  wide,  on  sound  concrete,  is  suffi¬ 
cient  for  sustaining  the  heaviest  traffic  of  the  streets,  and  main¬ 
taining  the  level  of  the  rails.  Two  widths  of  4  inches  each,  or 
8  inches  together,  provide  two  square  feet  of  bearing  surface  per 
lineal  yard  of  way.  This  datum  has  been  arrived  at,  rather  than 
deduced,  from  practical  results,  simply  because  the  first  English 
rails  for  tramways  were  4  inches  in  width,  and  the  longitudinal 
sleepers  upon  which  they  were  placed  were  made  of  the  same 
width,  in  order  that  the  granite  pavement  might  be  set  close  up  to 
the  rail  at  both  sides.  A  less  proportion  of  bearing  surface, 
fairly  placed,  would  suffice.  In  fact,  Mr.  Deacon’s  rail  and  longi¬ 
tudinal  sleeper  are  only  3^  inches  in  width — a  width  which  affords 
an  area  of  bearing  surface  of  not  more  than  i square  foot  per 
lineal  yard  for  two  sleepers.  Mr.  Kincaid’s  intermittent  supports 
on  concrete  present  an  area  of  2^  square  feet  of  bearing  per  lineal 
yard.  It  might  be  difficult  to  prescribe  the  safe  limit  of  area  of 
bearing  on  concrete,  for  Portland-cement  concrete,  twelve  months 
old,  has  been  proved  by  Mr.  Grant  to  be  capable,  before  being 
crushed,  of  resisting  loads  of  from  91  tons  to  170  tons  per  square 
foot,  according  to  the  strength  of  the  composition. 

The  mere  extent  of  the  area  of  bearing-surface  on  a  foundation 
of  concrete,  therefore,  is  practically  of  no  moment,  and  does  not 
in  itself  affect,  one  way  or  another,  the  character  of  the  way  for 
durability  or  efficiency — supposing,  be  it  remembered,  that  the 
concrete  is  faithfully  made  and  laid  ;  and  no  other  supposition,  it 
has  been  proved  by  experience,  should  ever  be  entertained. 

It  is  scarcely  necessary  to  add  that  longitudinal  sleepers  of 
timber,  in  good  condition,  are  quite  capable,  without  suffering 
undue  compression,  of  permanently  supporting  rails  of  a  width  of 
3  or  4  inches,  having  a  continuous  bearing  on  the  sleepers. 

But  the  rails  must  also  be  maintained  to  gauge  by  the  substruc¬ 
ture.  In  other  words,  the  rails  must  be  prevented  from  spreading 
apart,  and  so  widening  the  gauge  or  distance  between  them.  The 
maintenance  of  gauge  is  indispensable,  for,  if  the  gauge  be 
strained,  the  flanges  of  car-wheels,  which  are  devised  so  as  to 


348 


CONSTRUCTION  OF  TRAMWAYS. 


run  near  the  inner  sides  of  the  grooves,  when  fairly  placed,  bind 
against  the  ledges  which  form  the  inner  slopes  of  the  grooves. 
The  effect  of  such  a  spreading  is  greatly  to  augment  the  frictional 
resistance  of  the  cars,  and,  if  continued  far  enough,  to  grind  away 
the  flanges  and  reduce  their  thickness,  to  increase  the  difliculty  of 
passing  the  points  and  crossings,  and,  finally,  to  lead  to  the  derail¬ 
ment  of  the  cars.  Fortunately,  the  derailment  of  a  tramcar, 
though  it  may  prove  of  great  inconvenience,  is  a  trivial  matter 
compared  with  the  derailment  of  a  railway  train ;  but  the  other 
evils  of  a  spread  of  gauge  are  of  much  greater  magnitude  on  a 
tramway  than  their  analogues  on  a  railway.  It  need  scarcely  be 
added  that  when  railway-carriages,  wagons,  or  locomotives  are 
passed  over  tramways,  the  means  of  maintaining  the  gauge  must 
be  positive  and  precise.  The  pavement  by  which  the  rails  are 
enclosed  affords,  no  doubt,  material  assistance  in  keeping  them  to 
gauge ;  but  it  can  be  accepted  only  as  an  auxiliary. 

The  method  of  binding  the  rails  to  gauge  by  transverse  sleepers, 
to  which  longitudinal  sleepers  are  fixed,  by  the  medium  of  solid 
chairs  or  of  brackets,  or  by  notching  together,  is  positive.  So, 
also,  is  the  method  of  tie-bars  connecting  the  sleepers  which  carry 
the  rails.  When  longitudinal  sleepers  are  bedded  in  concrete  for 
a  portion  of  their  height,  the  concrete  forms  a  connection  which 
may  be  said  to  be  positive ;  but  in  practice  it  is  treated  only 
as  auxiliary  to  other  connections.  Mr.  Kincaid’s  chairs  were 
solidly  embedded  in  blocks  of  concrete,  which  were  constructed 
in  holes  formed  in  the  ground.  Nevertheless,  in  macadamised 
roads,  where  no  paving  was  provided,  Mr.  Kincaid  applied  a 
cross  tie-rod  to  each  pair  of  joint-chairs  ;  and  in  Sheffield  a  solid 
bed  of  concrete  was  laid  for  the  whole  width,  in  substitution  for 
the  isolated  blocks. 

Transverse  sleepers  of  wood  give  great  satisfaction.  Transverse 
sleepers  of  wrought  iron,  like  Vauteren’s,  used  on  Continental 
railways,  might  do  well;  but  the  wood  sleeper  is  the  better,  for  it 
possesses  bulk  and  surface,  to  make  and  keep  a  place  for  itself, 
and  to  adhere  by  friction  to  the  surrounding  concrete. 

That  a  tramway  should  be  cushioned  on  an  elastic  substance — 


GENERAL  CONCLUSIONS  ON  CONSTRUCTION.  349 


wood — is  a  doctrine  which  has  been  maintained  with  some  decree 
of  persistency.  That  it  should  be  grounded  on  a  hard  substruc¬ 
ture — cast  iron — is  a  doctrine  maintained  by  others.  The  question 
of  the  elasticity  of  the  material  of  the  substructure — elasticity  in 
the  conventional  sense — is  a  matter  of  perfect  inditference.  Wood 
is  elastic,  so  also  is  cast  iron.  The  action  is  rolling,  not  percus¬ 
sive  ;  the  speed  is  low,  not  high  ;  and  the  cars,  as  well  as  the 
engines  of  the  future,  are,  and  will  be,  placed  on  springs  having  a 
wide  elastic  range.  The  pavement  of  streets— granite  stones 
bedded  on  sand — is  not,  conventionally,  elastic ;  yet  it  answers 
well  for  the  passage  of  loads  at  the  customary  speed  of  street 
traffic.  Elastic  pavements  have  been  tried,  and  they  have  failed. 
The  truth  is  that  the  depth  of  structure  necessary  for  the  formation 
of  a  tramway  is  sufficient  for  inducing  as  much  elasticity — percep¬ 
tible  to  the  touch,  if  not  to  the  eye — as  is  needful  to  prevent  a 
sound  structure  from  shaking  itself  loose. 

The  form  of  section  of  the  groove  in  the  rail  is  a  subject 
deserving  of  careful  consideration.  In  many  of  the  examples  of 
rails  which  have  been  illustrated,  it  may  be  noted  that  the  sides  of 
the  groove  are  formed  with  a  greater  degree  of  splay  inwards  than 
outwards, the  wheel  than  under  the  wheel.  The  motive  for 
the  greater  splay  has  been,  in  some  instances,  to  economise  metal; 
but  the  economy  thus  effected  is  simply  insignificant.  By  other 
designers  a  low  slope  has  been  adopted,  with  a  view  to  the  more 
facile  extrusion  of  dried  mud  and  other  detritus  from  the  groove 
by  the  wedging  action  of  the  passing  wheel-flanges,  than  is  likely 
to  take  place  when  the  sides  are  vertical.  There  is  incurred  a 
much  greater  resistance  to  traction  when  the  groove  is  occupied 
by  hard  deposit  than  when  it  is  clear ;  since  it  is  inevitable  that 
the  mud  and  small  stones  or  gravel,  which  find  a  lodgment 
in  the  groove,  must  be  either  expelled  or  trodden  upon  by  the 
flanges  of  the  wheels.  It  is  a  matter  of  common  observation  that 
the  resistance  is  much  increased  under  such  conditions,  and  the 
principal  reason  is  not  far  to  seek  :  the  wheels  run  at  the  same 
time  upon  two  circumferences  of  different  radii — those  of  the 
tread  and  the  flange.  Now,  a  square  groove,  by  its  form,  resists 


350 


CONSTRUCTION  OF  TRAMWAYS. 


the  expulsion  of  detritus  ;  and  it  may  happen,  and  does  frequently 
happen,  that  the  resistance  of  the  car  over  choked-up  grooves  is 
so  much  increased,  that  it  amounts  to  as  much  as  that  of  wheels 
running  on  common  roads.  In  the  sections  of  the  American 
grooved-rails,  and  particularly  Mr.  Light’s  section,  it  is  obvious 
that  the  advantage  of  a  widely  sloping  berme  was  appreciated 
by  the  designers  of  those  sections.  The  motive  of  the  extremely 
contracted  grooves  which  have  been  practised — some  of  them 
not  exceeding  an  inch  in  width — and  which,  when  clear,  pro¬ 
vided  little  more  than  clearance  for  wheel-flanges,  is  the  fear  of 
the  entanglement  of  the  narrow-tyred  wheels  of  cabs  and  carriages 
in  the  grooves.  But  it  is  known  that  the  derangement  of  common 
road  vehicles  is  almost  wholly  caused  by  the  girding  of  their 
wheels  against  the  outer  sides  of  the  rails,  when  the  surface 
of  the  pavement  is  permitted  to  sink  below  the  proper  level — a 
cause  of  disorder  with  which  the  groove  is  not  concerned. 

It  is  further  to  be  noted  that,  by  the  occasional  grounding  of 
the  wheel-flanges  over  the  bottom  of  the  groove,  by  the  interven¬ 
tion  of  mud,  dust,  or  stones,  the  metal  at  that,  the  weakest  point, 
is  heavily  stressed.  The  flanges  may  also  ground  directly  on  the 
bottom,  where  the  tread  of  the  rail  is  reduced  in  height  by  wear, 
when  a  like  effect  may  be  produced.  It  is  found  that  old  thin 
rails  subject  to  such  action  are  spread  laterally,  and  are  occasion¬ 
ally  split  through  the  bottom  of  the  groove. 

The  form  of  the  groove,  then,  is  a  point  of  importance,  and  the 
best  form  is  that  in  which  the  side  next  the  rolling  surface  is 
vertical,  and  the  whole  of  the  slope  is  given  to  the  inner  side. 

The  pavement  should  be  specifically’  adapted  to  the  tramway, 
and  the  chief  concern  is  to  construct  it  so  that  it  shall  maintain 
its  level,  and  remain  flush  with  the  rails.  A  great  deal  of  pre¬ 
caution  has  been  taken  for  preventing  the  rails  from  sinking; 
whilst  the  pavement  has  been  laid  without  sufficient  permanent 
support.  A  pavement  that  may  suffice  for  a  street  untrammelled 
by  rails,  laid  on  loose  sand,  gravel,  or  ashes,  is  not  sufficient  to 
match  a  pair  of  rigidly  supported  rails,  carried  on  an  unyielding 
foundation.  There  is  nothing  better  to  be  done,  for  matching  the 


GEXERAL  CONCLUSIONS  ON  CONSTRUCTION.  351 

ordinary  wall-sided  rail,  than  to  bring  up  a  solid  unyielding  foun¬ 
dation  for  the  paving,  identical  with  the  foundation  for  the  rails. 
This  necessary  object  is  fulfilled  by  the  concreting  of  the  subspace 
up  to  the  level  of  the  under  side  of  the  paving  stones,  as  a  bottom 
upon  which  they  may,  with  the  aid  of  a  thin  layer  of  sand,  stand 
to  the  level.  Finally,  as  a  security  that  neither  will  water  pene¬ 
trate,  nor  sand  nor  mud  work  up,  the  paving  sets  should  be  grouted 
with  an  adhesive,  elastic,  bituminous  mixture. 

Adopting  the  conclusions  just  announced  as  standards  for 
estimating  the  merits  of  different  systems  of  tramway,  it  would 
appear  that,  upon  the  whole,  the  recently-made  tramways  of 
Glasgow  afford  the  best  example  of  tramway  having  a  timber 
substructure  hitherto  actually  constructed  in  its  entirety. 

Of  the  tramways  having  substructures  of  iron  the  system  of  Mr. 
Kincaid  is  the  only  one  of  which  successful  experience  has  been 
acquired  in  England.  The  isolated  chairs  or  stools  at  3-feet 
centres  are  each  levelled  and  set  independently.  In  this  respect, 
Mr.  Livesey’s  system  of  coupled  stools — two  stools  on  one  longi¬ 
tudinal  sleeper — is  better ;  for  they  make  a  structural  connection, 
and  they  can  be  levelled  and  set  with  facility.  They  are.  in 
addition,  efficiently  tied  transversely  by  two  tie-bars,  and  thus  the 
stools  and  sleepers  are  framed  together  both  longitudinally  and 
transversely,  and  assist  each  other  in  a  manner  which  is  not 
available  on  Mr.  Kincaid’s  system  of  independent  chairs.  These 
are  not  connected  together  either  longitudinally  or  transversely, 
and  depend  for  their  stability  each  on  the  fixity  of  its  own  portion 
of  concrete. 

The  length  of  the  bearings  of  the  rail  on  the  intermediate 
sleepers  of  Mr.  Kincaid  and  of  Mr.  Livesey  is  3  J  inches ;  whilst 
that  of  Mr.  Cockburn-Muir  is  iij  inches.  It  is  clear  enough  that 
the  long  bearing  on  the  sleeper  of  the  last-named  engineer  must 
beneficially  stiffen  the  rail,  and  he  has  taken  advantage  of  such  * 
aid  in  adopting  a  longer  distance  apart  for  the  sleepers,  and 
employing  a  rail  of  less  weight  than  those  of  the  other  engineers. 
The  three  systems  may  be  thus  brought  into  comparison  : — 


35- 


CONSTRUCTION  OF  TRAMWAYS, 


Rails. 

Weight  per 
yard. 

Centres  of 
sleepers. 

Span 

between 

bearings. 

lbs. 

Feet.  Inches. 

Inches. 

Mr.  Kincaid 

iron 

43 

3  0 

34 

Mr.  Livesey 

steel 

40 

3  0 

34 

Mr.  Cockburn-Muir  . 

iron 

30 

3  6 

34 

Now,  it  is  to  be  premised  that  a  rail  may  be  strong  enough, 
as  a  beam,  to  support  any  load  that  may  be  placed  upon  it, 
whilst  it  may  not  be  stiff  enough :  for,  resistance  to  deflection 
must  be  the  ruling  consideration  in  the  design  of  a  tramway. 
Deflection  should  be  reduced  to  a  minimum,  since  vertical  stiffness 
is  the  first  condition  for  insuring  a  minimum  tractional  resistance. 
It  is  obvious,  too,  that  vertical  stiffness  is  an  essential  condition 
for  insuring  the  stability  of  the  fastenings  and  of  the  paving. 

The  stiffness  of  a  rail  is  inversely  as  the  cube  of  the  length,  and 
Mr.  Cockburn-Muir’s  rail,  if  -it  had  had  the  same  section  as  Mr. 
Kincaid’s,  would  have  been  stiffer  in  the  ratio  of  32*5^  to  30*5^,  or 
of  3433  to  2837,  or  nearly  5  to  4.  That  a  difference  of  2  inches 
in  the  span  should  cause  a  difference  of  a  fourth  or  a  fifth  in  the 
stiffness  of  a  rail  supported  on  bearings  at  intervals,  is  a  note¬ 
worthy  fact,  and  it  points  to  the  advantage  of  compactness  of  span 
for  intermittent  bearings,  and  of  the  reduction  of  the  overhang  of 
the  rail  by  giving  to  it  a  considerable  length  of  bearing  surface 
upon  the  chair  or  stool.  These  advantages  may  be  exemplified 
by  supposing  Mr.  Cockburn-Muir’s  block-sleepers  to  be  placed 
apart  at  3-feet  centres,  the  same  distance  apart  as  Mr.  Kincaid’s 
sleepers.  The  spans  between  the  bearings  and  the  relative  stiff¬ 
nesses  of  the  rails — inversely  as  the  cubes  of  the  spans — supposing 
that  the  same  rail  is  laid  in  both  cases,  would  be  as  follows  : — 


Centres  of  Spans  between  Relative 

sleepers.  bearings.  stiffness. 

Short  bearing  .  .  .  3  feet  32^  inches,  as  i 

Long  bearing  .  .  .3  feet  2^^  inches,  as  2^ 


Showing  that  if  Mr.  Kincaid’s  rail  were  laid  on  chairs  with 


GENERAL  CONCLUSIONS  ON  CONSTRUCTION.  353 


iij-inch  bearing  surfaces,  it  would  possess  2^  times  the  stiffness ; 
or,  otherwise,  the  deflection  of  the  rail  between  the  longer  bearings 
would  be  less  than  half  of  what  it  amounts  to  between  the  actual 
bearings,  of  shorter  length.  The  form  of  Mr.  Kincaid’s  chairs,  it 
may  be  observed,  lends  itself  readily  to  the  extension  of  the 
bearing  surface ;  and  even  if  the  gi-inch  bearing  surface  of  the 
intermediate  chairs  were  only  doubled  in  length,  making  a  7-inch 
bearing,  uniform  with  the  bearing  at  the  joint-chairs,  the  stiffness 
would  be  increased  by  nearly  one-half. 

It  is  logically  deducible  by  the  same  line  of  argument,  that  with 
a  continuous  bearing  under  the  rail,  the  stiffness  is  indefinitely 
greater  than  it  can  be  upon  bearings  at  intervals.  But  it  is  not  to 
be  concluded  that  the  rail  on  a  continuous  bearing  may  be  made 
indefinitely  light  in  scantling.  The  rail  must  be  of  sufficient 
scantling  to  enable  it  to  resist  the  wire-drawing  and  out-rolling 
action  of  moving  loads  concentrated  under  the  wheels  ;  to  check 
the  effects  of  occasional  weakness  of  substructure ;  to  bridge  over 
the  inevitable  junctions  of  the  substructure,  even  when  it  is 
nominally  continuous,  and  to  resist,  also,  accidental  derange¬ 
ments  of  the  way,  and  the  numberless  varieties  of  irregular  stress 
to  which  tram-rails  are  subject. 

These  conditions  are  fulfilled  by  the  solid  girder-rail,  now 
universally  employed.  In  this  rail  the  functions  of  the  top,  the 
middle,  and  the  bottom  are  united  in  one  piece, — combining 
simplicity,  strength,  stiffness,  solidity,  and  durability.  Thus  it 
appears  that,  constructionally,  tramways  advanced  in  a  circle. 
They  began  with  one  piece,  and  they  have  ended  in  one  piece. 


A  A 


PART  IV. 

TRAMWAY  CARS. 


CHAPTER  I. 

HISTORICAL  NOTICE  OF  TRAMWAY  CARS, 

The  earliest  cars  specially  designed  for  the  modern  tramway 
were  constructed,  in  1831,  for  the  New  York  and  Haarlem 
Street  Railway,  of  which  the  first  section,  in  the  city  of  New 
York,  was  opened  in  1832.  These  cars,  illustrated  in  Fig.  229,, 


Fig.  229.  Original  Tramcar,  manufactured  in  1831,  by  Mr.  John 

Stephenson,  New  York. 


were  constructed  with  bodies  like  those  of  the  road  coaches 
of  the  time.  The  car  had  three  compartments,  each  of  which 
had  side  doors.  The  body  was  supported  on  leather  springs. 
The  driver  was  seated  on  a  dickey,  or  elevated  seat,  at  the 
front ;  the  brake,  which  acted  on  one  pair  of  wheels  only,  was 
moved  by  the  driver’s  foot.  The  wheels,  brakes,  drawheads,  &c., 


ms  TOR /CAL  NOTICE  OF  CARS. 


355 


were  combined  in  a  “  carriage-part,”  a  structure  independent  of 
the  body,  which  rested  on  the  four  axle-boxes  of  the  carriage-part. 
On  this  principle  of  arrangement,  tramway  cars  were  for  several 
years  constructed,  until  it  was  found  by  experience  that  the  por¬ 
tions  of  the  carriage-part  not  carried  by  the  springs,  soon  became 
worn  and  disordered,  and  required  to  be  early  renewed.  One  of 
the  first  alterations  in  design  consisted  of  the  substitution  of 
laminated  steel  springs  for  the  leather  springs ;  the  ends  of  the 
springs  were  confined  in  pockets  on  the  under  side  of  the  body, 
whilst  the  springs  were  secured,  by  the  middle,  to  the  axle-box. 
Then  the  carriage-part  was  dispensed  with.  Pedestals  in  jaw^ 
plates,  known  as  axle-guards  in  England,  were  not  used.  Though, 
this  form  of  running  gear  was  practised  for  several  years,  it  was. 
unsatisfactory,  because  the  adjustment  of  wheels  and  axles  was>- 
not  positive.  Single  jaw-plates  were  then  applied  to  take  the- 
axle-boxes  and  keep  the  axles  square. 

About  the  year  1856,  volute  steel  springs  were  substituted  for 
laminated  side-springs,  and  were  succeeded  by  “spiral,”  or,, 
properly,  helical  steel  springs.  In  every  case,  a  single  steel  spring 
rested  on  the  top  of  the  axle-box.  But,  in  1858,  a  pair  of  helical 
springs  were  provided  for  each  bearing ;  a  yoke  was  placed  on 
the  axle-box,  astride,  and  sustained  a  spring  at  each  side  of  the 
box.  About  the  same  time,  a  method  of  preparing  india-rubber 
was  discovered,  by  which  it  preserved  its  elasticity  independently 
of  heat  and  cold,  whilst  its  power  of  sustaining  loads  was  greatly 
increased.  The  combination  of  cheapness,  durability,  and  smooth¬ 
ness  of  action,  led  to  the  abandonment  of  steel  bearing  springs  for 
those  of  india-rubber.  But,  since  the  expiration  of  the  patent  for 
the  method  of  preparation,  the  manufacture  of  the  india-rubber 
springs  was  thrown  open  to  the  public,  inferior  goods  were  placed 
in  the  market,  the  good  name  acquired  for  india-rubber  springs  was 
damaged,  and,  as  a  consequence,  helical  and  other  springs  came 
again  into  demand. 

The  wheels  made  for  the  original  American  car.  Fig.  229,  were 
of  cast  iron,  with  flat  spokes,  as  shown.  The  “  hub,”  or  nave, 
was  parted  radially  into  three  sections,  to  provide  for  the  shrinking 


A  A  2 


356 


TRAMWAY  CARS. 


of  the  metal  as  it  cooled.  But  the  wheel  was  not  strong,  and 
solid  wood  wheels  with  iron  tyres  were  substituted.  These  were 
heavy  and  expensive,  and  they  were  liable  to  fail  by  the  loosening 
of  the  tyre.  About  1834,  the  cast-iron  plate-wheel,  or  disc-wheel, 
was  introduced;  it  is  regarded  in  America  as  the  best  type  of 
wheel  for  all  kinds  of  service. 

It  was  for  many  years  supposed  that  a  tramcar  would  not  stay 
on  the  track  if  the  depth  of  the  flanges  of  the  wheels  were  less 
than  inches;  and,  although  a  slight  reduction  was  made  on 
the  depth,  it  was  not  until  the  year  1857  that  it  was  discovered 
that  a  depth  of  half  an  inch  was  sufficient  for  the  purpose.  The 
half-inch  flange  is  now  universally  employed  on  tramways. 

The  brakes,  until  1858,  consisted  of  clogs  or  shoes  applied  to 
the  treads  of  the  wheels  ;  but  when  the  flat  tram-rail,  or  step-rail, 
came  into  use,  it  was  found  that,  as  good  car-wheels  wear  off 
^  inch  of  the  thickness  at  the  circumference  before  being  “used 
up,”  the  flange  became  half  an  inch  deeper,  and  was  made  to 
“  touch  bottom,”  when,  usually  at  the  end  of  three  or  four  years, 
the  rail  was  split  by  the  penetrating  action  of  the  flange.  The 
additional  rubbing  resistance,  at  the  same  time,  arising  from  the 
frictional  contact  of  the  two  surfaces  of  different  radii — the  tread 
and  the  flange — amounted  to  from  30  to  50  per  cent,  of  the 
resistance  under  normal  conditions.  But  the  objections  of  unequal 
wear  were  met  by  extending  the  width  of  the  brake-blocks,  so  as 
to  confine  and  take  a  bearing  upon  the  flange  as  well  as  upon  the 
tread  of  the  wheel.  The  flange  was  worn  down  at  the  same  rate 
as  the  tread,  the  life  of  the  wheel  was  prolonged,  the  rail  was 
saved  from  rupture,  and  the  additional  resistance  to  traction  was 
prevented. 

The  hardest  kind  of  chilled  iron  is  the  best  material  for  brake 
blocks,  for  the  purpose  of  wearing  upon  the  flanges  of  the  wheels. 
But  it  is  not  the  best  for  stopping  the  car,  for  it  does  not  “  cling  ” 
to  the  wheel  so  well  as  softer  iron  does.  Still,  the  brakes  should 
have  a  sufficient  degree  of  pressure  applied  to  arrest  the  turning  of 
the  wheels. 

In  the  construction  of  American  cars,  the  best  American  white 


HISTORICAL  NOTICE  OF  CARS. 


357 


oak  is  used  for  the  framework  of  the  substructure,  and  the  best 
white  ash  for  that  of  the  body.  The  life  of  a  tramcar  in  America, 
properly  maintained,  is  from  25  to  30  years.  On  the  New  York 
and  Haarlem  Tramway,  cars  placed  there  in  1857  are  still  running. 
Mr.  Bancroft  states  that  the  wheels  last  for  about  30,000  miles, 
and  the  axles  for  from  200,000  to  300,000  miles.  On  tramways 
of  from  4  to  8  miles  in  length,  with  gradients  varying  up  to  i  in 
25,  cars  taking  80  passengers  as  a  maximum  load,  are  drawn 
usually  by  two  horses;  in  very  hot  weather,  a  third  horse  is 
occasionally  attached  to  assist  the  others  on  a  steep  incline. 

The  price  of  “top-seat”  cars  in  America  is  about  11,000 
dollars,  or  ^£22^. 

Mr.  Martineau'*'  gives  the  following  table  of  the  capacity  and 
the  weight  of  tramway  cars  and  waggons  : — 

Weight  of  English  and  Foreign  Cars,  constructed  by 


THE  Starbuck  Car  and  Waggon  Company. 

Cars  : —  weight. 

cwts.  qrs.  lbs. 


1  London,  car  to  seat  22  in  and  22  out  . 

•  • 

49 

3 

0 

Hoylake  ,, 

22 

24  • 

•  • 

46 

3 

7 

Birkenhead  ,, 

22 

y  y 

24 

•  • 

47 

I 

14 

Oporto  ,, 

20 

y  y 

20  , ,  . 

•  • 

40 

2 

0 

Middlesbro’  ,, 

16 

y  y 

16  ,,  . 

•  • 

34 

0 

0 

Naples,  open  car, 

with 

5  transverse 

seats,  to 

seat  20 

• 

• 

•  • 

•  • 

21 

I 

20 

Naples,' car  to  seat 

12  inside 

only  (with  partition) 

26 

3 

14 

>» 

16 

y  y 

• 

•  • 

34 

0 

0 

Brussels  ,, 

16 

y  y 

• 

•  • 

34 

0 

0 

Middlesbro’  ,, 

14 

y  y 

• 

•  • 

24 

I 

0 

Sheffield  ,, 

16 

y  y 

• 

•  • 

29 

0 

0 

Leeds  ,, 

18 

y  y 

• 

•  • 

31 

0 

0 

Tramway  Goods  Waggons  : 

— 

Pernambuco  waggon  . 

• 

•  • 

•  • 

29 

2 

I  r 

Oporto  open  goods 

• 

•  • 

•  • 

27 

I 

0 

,,  covered  goods 

• 

•  • 

•  • 

32 

I 

0 

Note. — The  weights  above  given  include  wheels  and  axles. 

*  Proceedings  of  the  Institution  of  Civil  Engineers,  vol  1., 
page  42. 


358 


TRAMWAY  CARS. 


From  this  statement,  it  appears  that  the  weight  varies  from 
2 1  tons  for  a  full-sized  car  carrying  forty-six  passengers,  to  24  cwt. 
for  a  light  one-horse  car  carrying  fourteen  inside.  Some  heavier 
cars,  not  mentioned  in  the  table,  have  been  made  for  Russia, 
weighing  3  tons.  They  were  made  with  wrought-iron  under¬ 
framing,  iron  panels,  and  elliptic  springs.  The  bearing-springs  of 
tramcars  are  most  commonly  made,  wholly  or  partly,  of  india- 
rubber  ;  but  it  had  been  found  that  they  would  not  bear  the 
extreme  and  lasting  cold  of  a  Russian  winter,  for  which  steel 
springs  are  indispensable.  Steel  springs,  in  connection  with 
screw-brakes,  which  are  preferred  by  Russian  engineers,  make  the 
Russian  car,  of  course,  a  heavier  vehicle  than  English  cars. 

Light  one-horse  cars  are  used  in  England — principally  at 
Sheffield,  Leeds,  and  Leicester.  They  are  also  much  used  on 
the  Continent — in  Naples,  Oporto,  Antwerp,  and  Brussels — and  it 
appears  that  they  are  extending  in  use,  and  are  replacing  the  two- 
horse  car  with  roof-seats,  or  an  “  imperial,”  as  the  upper  stage 
is  designated.  As  Mr.  Martineau  justly  observes,  there  can  be 
no  doubt  that  the  heavy  weight  of  roof-seats,  with  a  number  of 
people  on  them,  strains  the  framework  of  a  car,  in  starting  and 
stopping,  and  that,  therefore,  cars  made  without  such  seats  last 
the  longest.  It  has  been  said  that  the  essence  of  a  tramway  is  to 
keep  up  a  continuous  flow  of  traffic,  so  that,  if  possible,  a  car 
should  always  be  in  sight ;  and  the  principle  of  continuity  of 
service  may  often  be  more  economically  maintained  by  means  of 
one-horse  cars  than  by  heavier  cars  with  two  horses. 

Taking  wide  averages,  it  may  be  stated  that  the  number  of 
passengers  carried  per  mile  run  by  cars  is  seven.  The  significa¬ 
tion  of  this  statistical  item  is,  that  seven  passengers  are  taken  up 
and  set  down  per  mile  run  by  each  car.  Supposing  that  a  car, 
going  70  miles  in  a  day,  makes  four  stoppages  per  mile-run,  for 
passengers  and  interruptions,  it  would  be  stopped  and  started  nearly 
three  hundred  times  a  day.  When  it  is  reflected  that  a  2i-ton 
car  fully  loaded  with  passengers,  becomes  a  moving  mass  equal  to 
6  tons  in  weight— or,  half  loaded,  upwards  of  4  tons — it  is  clear 
that  the  duty  of  arresting  such  a  heavy  mass,  with  the  resumption 


HISTORICAL  NOTICE  OF  CARS. 


359 


of  motion,  entails  a  vastly  greater  internal  stress,  comparatively, 
than  is  borne  by  ordinary  3o-c\vt.  omnibuses,  or  even  by  railway 
carriages.  Railway  carriages,  themselves  strongly  framed  though 
they  be,  shake  loose  in  the  framework.  The  elastic  oscillation  of 
the  body  framing  of  these  may  be  observed  at  the  doorways,  in 
many  instances,  when  a  train  is  started,  if  the  valve-gearing  of 
the  locomotive  be  not  equally  adjusted  so  as  to  generate  an  even 
pull  on  the  train. 

But  there  is  the  patent  objection  to  the  smaller  cars,  that  what 
is  fictitiously  called  the  ‘‘  dead  weight  ”  of  the  smaller  car  con¬ 
stitutes  a  larger  proportion  of  the  gross  weight  with  passengers, 
than  that  of  the  larger  car.  It  was  seen,  for  example,  that  the 
2^-ton  car  can  carry  3^  tons  of  passengers — ‘‘paying  weight” — 
whereas  the  24-cwt.  car  can  take  little  over  a  ton  of  passengers. 
Otherwise — 

The  2^-ton  car  weighs  ro8  cwt.  per  passenger 

The  24-cwt.  ,,  I '7 1  ,,  ,, 

showing  that  the  lighter  car  has  57 J  per  cent,  more  weight  of 
material  per  passenger  than  the  heavier  car.  There  is  a  certain 
degree  of  force  in  the  argument  thus  deducible  in  favour  of  the 
heavier  car.  But  it  may  mislead.  Suppose,  on  the  contrary,  that 
the  heavier  car  conveyed  on  an  average  only  as  many  passengers 
as  the  lighter  car  with  its  load,  it  might  with  an  equal  degree  of 
plausibility  be  made  to  appear  that  the  lighter  car  would  be  much 
the  more  economical,  since  there  would  be  a  gross  weight  of 
4^  tons  against  only  3^  tons  for  the  lighter  car.  And,  again,  the 
lighter  car  employs  only  one  horse,  whilst  the  heavier  employs 
two. 


CHAPTER  II. 


INSIDE  -  AND  - O  UTS  IDE  PA  SSENGER  TRA  MCA  R, 
CONSTRUCTED  BY  THE  METROPOLITAN  RAIL¬ 
WAY  CARRIAGE  AND  WAGGON  COMPANY. 

This  car — shown  in  Plate  I.  (Figs.  230  to  235) — was  constructed 
for  the  North  Dublin  Street  Tramways.  It  is  suited  to  the  railway 
and  tramway  gauge  of  Ireland — 5  feet  3  inches.  It  seats  20  pas¬ 
sengers  inside,  and  22  outside  :  total,  42  passengers.  The  weight 
of  the  car  is  about  2^  tons,  equivalent  to  1*19  cwt.  per  passenger. 
The  weight  of  42  passengers  is  3  tons ;  and  the  gross  weight, 
fully  loaded,  is  5^  tons. 

The  body  of  the  car  is  15  feet  3  inches  long,"  and  6  feet 
8  inches  wide,  outside  measurement.  It  is  about  10  feet  i  inch 
high  to  the  roof  seats,  and  the  total  height  over  all  amounts 
to  II  feet  3  inches.  The  total  length  is  21  feet  3  inches,  in 
which  a  length  of  3  feet  is  allowed  at  each  end  for  the  platform. 
The  length  of  the  body,  inside,  is  14  feet  7^  inches,  which,  for 

10  seats  on  each  side,  provides  an  allowance  of  17^  inches  per 
passenger.  On  the  roof,  the  allowance  per  passenger  for  22,  or 

11  on  each  side,  amounts  to  about  16^  inches.  The  axles  are 

placed  at  centres  6  feet  apart.  v 

The  roof-seats  are  approached  by  a  spiral  staircase  at  each 
end.  The  inside  seats  are  stuffed  with  the  best  curled  horsehair, 
and  covered  with  Utrecht  velvet.  The  body  is  closed  by  a  sliding 
door  at  each  end.  All  the  side  windows,  except  two  on  each  side, 
are  fixed  ;  these  two  slide  downwards,  and  they  are  fitted  in  the 
slides  with  steadying  springs.  Sliding^  curtains  are  mounted  on 
iron  rods.  Ventilation  is  provided  by  means  of  small  hinged 


»IDE-and-OU 

LITAN  RAILW/ 


Plate  1. 


SCA 


lig.  235. 


^  ■ 

L 


Cros/'y  ZorkwooU  Sc. 


To  face  jO'Cuot  360 


INSI  DE-and-OUTSIDE  PASSENGER  CAR  . 
(metropolitan  railway  carriageand  waggon  company.) 


Plate  1. 


Fig.  230. 


Fig.  232. 


Fig.  233 


Inq.  235. 


k  A  A  A,  A  A  A  A  A  A  A  ,A  As,  A 


To  face,  page-  360 


INS, IDE-AND-OUrSIDE  PASSENGER  TRAMCAR.  361 

windows  under  the  outside  seats.  Two  lamps  are  fixed  within  the 
car. 

The  whole  of  the  framing  is  of  well-seasoned  oak  or  ash,  and 
the  panels  are  of  mahogany,  f  inch  thick.  The  doors  are  of  ash. 
The  roof  is  covered  on  the  outside  with  canvas,  rendered  thoroughly 
watertight  with  paint.  The  canvas  is  protected  by  boards  or  slats, 
forming  footpaths  for  outside  passengers. 

The  underframe  consists  of  two  side-soles,  3^  by  3  inches,  two 
end-soles,  4^  inches  wide  and  3  inches  deep,  rebated  for  the  floor¬ 
boards,  and  four  cross-bats,  3^  inches  wide,  and  2  inches  deep. 
The  flooring-boards  are  i  inch  thick,  let  flush  into  the  side-soles 
and  end-soles.  The  corner-pillars  are  3^  inches  by  4^  inches, 
rounded  at  the  outer  angles.  There  are  seven  intermediate  pillars 
at  each  side,  between  which  the  side-windows  are  framed.  The 
upper  side-rails  are  inches  square.  The  end-rails  are  inch 
thick,  shaped  to  the  form  of  the  roof;  and  there  are  16  inter¬ 
mediate  roof-sticks,  inches  square,  placed  at  distances  of 
II  inches  apart  between  centres.  The  roof-boards  are  ^  inch 
thick,  and  the  flooring-boards  on  the  roof  are  t  inch  thick.  Each 
platform  is  carried  by  three  cantilevers,  2\  inches  thick,  and 
5f  inches  deep  at  the  middle,  bolted  to  the  underframe  of 
the  car. 

The  wheels  and  the  axles,  Figs.  236,  237,  238,  are  of  cast  steel. 
The  wheels  are  30  inches  in  diameter,  and  are  each  formed  with 
six  spokes ;  one  of  them  is  keyed  fast  on  the  axle,  and  the  other 
is  loose  and  revolves  independently ;  it  is  formed  with  a  nave 
8  inches  in  length,  hollow  in  the  middle,  making  a  receptacle  for 
oil.  The  rim  is  2^  inches  wide,  and  is  formed  with  a  flange  pro¬ 
jecting  1^6  inch  from  the  tread  of  the  wheel,  according  to  the 
section.  Fig.  238.  The  axle  is  2J  inches  in  diameter  between  the 
wheels,  and  2f  inches  in  the  naves  of  the  wheels.  The  journals 
are  i|^  inches  in  diameter,  and  4f  inches  long.  They  are  formed 
with  flat  ends,  without  collars,  and  they  take  their  bearings  endwise 
against  steel  wearing-plates,  inserted  in  the  axle-boxes.  The 
'  diameter  of  the  tread  is  2  feet  6  inches  next  the  flange,  and  it  is 
^  inch  less  at  the  outer  edge,  making  a  slope  of  de  inch,  or  i  in 


362 


TRAMWAY  CARS. 


24,  on  the  face  of  the  tread.  The  rim  is  f  inch  thick  at  the  outer 
edge.  The  two  wheels  are  placed  on  the  axle  at  a  distance  of 
5  feet  inches  between  the  backs  of  the  tyres,  which  is  if  inches 
less  than  the  gauge  of  the  rails  ;  so  that,  deducting  the  thickness 
of  the  two  flanges,  f  inch  remains  for  play.  When  the  wheels, 
therefore,  stand  centrally  on  the  rails,  the  flanges  are  just  f  inch 
clear  of  the  rail  at  each  side.  This  is  an  important  point.  It  is 
necessary  that  the  flanges  of  the  wheels  should  not  touch  or  revolve 
against  the  inner  ledges  of  the  rails  ;  in  order  that  any  binding  of 
the  way,  and  increased  resistance,  and  probable  alteration  of 


Fig.  236.  Dublin  Tramcar  : — Wheels  and  axle.  Scale  W- 


gauge,  or  derailment,  may  be  avoided.  It  is  well,  therefore,  that 
the  clearance  between  the  flanges  and  the  treads  of  the  rails 
should  be  limited  to  what  is  just  requisite  for  free  circulation,  and 
the  whole  remaining  width  of  the  groove  given  to  the  inside. 
There  is  another  advantage  in  this  disposition  of  the  wheels,  that 
detritus  collected  in  the  groove  is  the  more  easily  pushed  aside  by 
the  action  of  the  flanges.  The  length  of  the  axle  between  the 
cehtres  of  the  journals  is  6  feet  4  inches,  being  13  inches  larger 
than  the  width  of  gauge.  The  overhang  of  inches  at  each  end 
— or  5  inches  from  the  nave  of  the  wheel — confers  the  advantage 


INSIDE- AND-OUTSIDE  PASSENGER  TRAM  CAR,  363 


of  some  degree  of  elasticity  of  action,  as  between  the  rigid  bearing 
of  the  wheel  on  the  rail  and  the  bearing  of  the  axle-box. 


T 

I 


Fig.  237.  Dublin  Tram-  Fig.  238.  Dublin  Tramcar  : — Section 
car  :  —  Side  view  of  of  rim  of  wheel.  Scale 

wheel.  Scale  -re* 

The  axle-boxes,  Fig.  239,  are  of  American  pattern;  they  are 


)  • 


Fig.  240.  Dublin  Tramcar 
Section  of  brass  bearing  in 
axle-box.  Scale  F 


excellently  constructed,  with  lubrication  by  oil.  They  are  very 
simple.  The  body  of  the  box  is  cast  in  one  piece,  with  a  recep- 


3^64 


TRAMWAY  CARS, 


tacle  in  the  lower  part  for  cotton-waste,  which  is  soaked  with  oil, 
and  laps  the  journal  below.  The  brass  or  gun-metal  bearing.  Fig. 
240,  is  formed  with  a  hollow  in  the  upper  side,  as  a  receptacle  for 
oil,  which  is  introduced  through  a  hole  in  the  top  of  the  box,  and 
is'admitted  upon  the- journal  through  two  oil  holes  in  the  brass. 
The  brass  bears  upon  the  journal  for  all  its  length,  but  is  restricted 
to  a  narrow  width  of  contact,  about  i  A  inches,  upon  the  journal : 
being  five-eighths  of  the  diameter.  The  horizontal  area  of  the 
bearing-surface  on  one  journal  is  (4^  X  lA  =)  5*64  square 
inches,  upon  which  the  maximum  load  is  a  fourth  of,  say,  5  tons, 
or  2,800  pounds — equivalent  to  500  pounds  on  the  square  inch  of 
bearing-surface.  Again,  for  the  horizontal  area  of  the  journal, 
which  amounts  to  (4I  X  =)  8'4i  square  inches,  the  maximum 
load  is  equivalent  to  333  pounds  per  square  inch.  These  are 
great  amounts  of  pressure  concentrated  on  a  square  inch  of 
surface.  They  may  be  contrasted  with  the  corresponding  distribu¬ 
tion  of  pressure  on  the  axle-journals  of  railway  rolling  stock  : — 

Tramway  car.  Railway  stock, 
lbs.  lbs. 

Load  per  square  inch  of  bearing  surface  .  500  300 

Do.  do.  of  horizontal  area  of 

journal  .  .  -333  224 

It  may  here  be  noted  that  the  gross  weight  of  the  Birmingham 
Central  double  bogie  car — say  8  tons — is  distributed  at  the  rate  of 
360  pounds  per  square  inch  of  horizontal  area  of  journals. 

The  excess  of  pressure  in  tramway  cars  is  warranted  by  the 
limited  speed  of  tramway  traffic,  with  the  frequency  of  stoppages. 
But  there  is  another  feature  in  this  axle-box,  of  great  utility — the 
grit-shield,  made  of  papier-mache',  which  embraces  the  axle,  and 
is  let  into  a  groove  formed  in  the  back  of  the  axle-box.  The 
shield  not  only  excludes  dust  and  dirt  from  the  axle-box,  but  it 
also  aids  in  preventing  waste  of  oil. 

The  brass  is  free  to  slide  laterally  under  the  upper  part  of  the 
axle-box,  and  is  slightly  rounded  at  the  surface  of  bearing  on  the 
box.  The  needful  end-resistance  is  supplied  by  the  steel  bearing- 
plate,  already  noticed,  let  into  and  sustained  in  vertical  grooves  in 


INSIDE- AND-OUTSIDE  PASSENGER  TRAMCAR.  365 


the  front  part  of  the  box,  to  oppose  the  end  of  the  journal,  and 
limit  the  lateral  play  of  the  axle  in  the  axle-boxes  to  an  allowance 
of  f  or  d  inch.  The  journal  is  also  free  to  slide  laterally,  to  a 
limited  extent,  under  the  brass.  The  effect  of  all  this  freedom  of 
action  is,  that  the  liability  to  binding  or  heating  in  the  axle-boxes 
is  reduced  to  a  minimum,  whilst  the  traction  of  the  car  is 
facilitated. 

A  portion  of  the  front  of  the  axle-box  is  readily  removable,  so 
that  every  part  of  the  axle-box  may  be  opened  to  inspection,  and 
the  brass  withdrawn,  or  the  stuffing  renewed.  The  axle-box,  as  a 
whole,  may  also  be  withdrawn  from  the  axle. 

The  axle-guards  are  of  cast  iron,  bolted  to  the  side-soles.  They 
are  formed  with  broad  bearing-surfaces,  to  support  the  axle-box  for 
its  whole  length,  from  front  to  back,  and  with  a  recess  at  each  side 
of  the  axle-box,  in  which  the  bearing-springs  are  lodged.  The 
springs  are  of  india-rubber,  two  to  each  axle-box,  manufactured 
by  the  North  British  Rubber  Company.  They  are  barrel-shaped, 
and  placed  on  end,  each  of  them  between  two  dished  washers, 
upon  the  lateral  extensions  of  a  wrought-iron  saddle,  which 
bestrides  the  axle-box.  The  side-soles  of  the  car  take  a  bearing 
upon  the  upper  ends  of  the  springs. 

The  bearing-springs  are  formed  of  a  special  compound  of  india- 

rubber,  stiffer  than  pure  rubber*  so  as  to  dispense  with  the  aid  of 

*  » 

steel  as  an  auxiliary.  There  is  no  need  for  steel  in  combination 
with  rubber  anywhere,  provided  that  a  sufficient  area  of  base  is 
obtained  for  the  rubber.  ^  There  is  a  pair  of  india-rubber  springs 
over  each  axle-box,  which  are  about  7  inches  high,  when  un¬ 
loaded,  and  4J  inches  in  diameter  at  the  middle.  They  are 
reduced  in  height  f  inch  by  compression  under  the  empty  car, 
under  a  net  weight  of,  say,  2  tons.  Divided  over  eight  springs, 
the  compressing  weight  per  spring  is  1  ton — whence  it  is  deduced 
that  the  springs  yield  at  the  rate  of  (f  X  4  =)  inches  per  ton 
on  each  spring,  in  the  first  stages  of  compression.  Under  the  net 
load  of  5  tons,  the  load  per  spring  would  be  (5  8  =)  t  ton, 

and  the  total  deflection  would  be  (li  X  t  nearly  i  inch  for 
each  spring. 


366 


TRAMWAY  CARS. 


The  brake,  on  the  system  known  as  Stephenson’s,  of  New  York, 
is  worked  at  the  platform  at  each  end  of  the  car.  A  block  of 
cast  iron  is  applied  to  each  wheel.  The  blocks  are  hung  as  two 
pairs,  each  pair  on  a  transverse  swing-beam,  applicable  to  one  pair 
of  wheels.  The  beams,  when  not  under  pressure,  hang  free  of  the 
wheels.  The  power  is  applied  by  hand  by  turning  a  vertical  iron 
shaft  or  spindle,  on  which  a  chain  is  coiled.  The  chain  is  con¬ 
nected  to  one  end  of  a  long  intermediate  transverse  lever,  pivoted 
under  the  centre  of  the  car,  from  which,  by  pulling-rods  pinned  to 
it  near  the  centre,  the  swing-beams  and  brake-blocks  are  pulled 
into  contact  with  the  wheels.  The  actual  pressure  applied  to  the 
wheels  in  this  manner  may  be  calculated  from  the  dimensions  of 
the  brake-gear.  The  handle,  or  crank,  has  a  radius  of  lo  inches, 
whilst  the  chain  is  coiled  on  the  shaft  to  a  mean  radius  of  about 
finch.  Next,  the  chain  pulls  the  intermediate  lever  at  a  radius 
of  2  2f  inches,  measured  from  the  central  pivot,  and  the  pulling- 
rods  are  connected  at  a  radius  of  inches.  Applying  these  data, 
the  pressure  applied  at  the  handle  is  multiplied  or  intensified  72 
times  when  it  is  transmitted  to  and  applied  to  the  wheels :  calcu¬ 
lated  thus,  in  terms  of  the  ratios  : —  < 


Ratio  of 

Handle  to  chain 

Inches. 

.  .  10 

to 

Inches. 

7 

Long  lever  to  short  lever  ^ 

.  .  22f 

to 

Final  ratio 

.  .  225 

to 

3*94 

or,  Leverage  of  the  power 

•  ■  •  57 

to 

I 

Suppose  that  a  man  can  apply,  on 

emergency, 

a 

pressure 

56  lbs.  to  a  crank-handle.  The  statical  equivalent  of  this  pressure 
at  the  handle  is  (57  x  56=)  3,192  lbs.  at  the  tyres  of  the 
wheels,  or  i'42  tons.  This  is  the  breaking  force  that  may  be 
applied  to  the  wheels;  and,  supposing  that  the  coefficient  of 
frictional  resistance  between  the  brake-blocks  and  the  wheels  is  the 
same  as  that  between  the  rails  and  the  wheels,  it  would  appear 
that  the  wheels  may  not  be  skidded  by  the  application  of  this 
brake,  even  when  the  car  is  empty,  when  the  weight  is. 


INSIDE-AND-OUTSIDE  PASSENGER  TRAMCAR.  367 

2\  tons.  Of  course,  with  its  complement  of  weight,  as  passen¬ 
gers,  adding  a  ton  and  a  half,  and  making  up  3  tons  gross, 
it  is  still  less  practicable  to  skid  the  wheels,  unless  the  co¬ 
efficient  of  friction  of  the  brake-blocks  is  considerably  greater  than 
that  upon  the  rails.  In  practice,  the  wheels  can  be  skidded  by 
the  brake. 

Framework  of  such  tender  scantling  as  that  of  the  tramway  car, 
with  a  contracted  wheel-base,  great  overhang,  and  seat-room  for  a 
heavy  load  of  passengers,  it  is  needful  to  stiffen  by  means  of  truss- 
rods.  The  underframe  is  strengthened  by  a  trussing  of  iron  bars 


Fig.  241.  Disc  car- wheel  and  axle. 
Scale 


Fig.  242.  Disc  car-wheel. 
Section  of  tyre.  Scale  T 


applied  under  the  seats,  with  tightening  screws  at  the  ends,  under 
the  side-soles ;  and  by  tie-bars  and  diagonal  rods  connecting  the 
axle-guards  and  the  side-soles.  The  roof,  too,  being  of  the  form 
of  an  interrupted  arch,  to  make  a  support  for  the  roof-seats, 
requires  to  be  trussed  ;  and  in  order  to  stihen  the  roof,  a  segmental 
truss-rod  is  applied  at  each  side,  suspended  between  the  ends  ot 
the  body,  and  clasped  to  the  roof-ribs. 

The  price  of  this  car,  to  the  Irish  gauge,  is  at  the  Avorks; 

to  the  English  gauge,  the  price  of  the  car,  of  equal  capacity,  is 
I  os.  The  weight  in  each  case  is  taken  at  2^  tons. 


368 


TRAMWAY  CARS. 


•  The  ordinary  solid  disc-wheels  and  axles  employed  by  the 
Metropolitan  Company  for  tramcars,  are  shown  in  Figs.  241,  242. 
The  wheels  are  dished  inwardly,  with  stiffening  flanges  on  the 
back  :  they  are  30  inches  in  diameter.  The  naves  are  4  inches 
deep,  and  are  simply  driven  tightly  upon  the  axle,  where  they 
remain  without  the  aid  of  keys.  The  disc  is  inch  thick  at  the 
nave,  and  is  reduced  to  a  thickness  of  f  inch  at  the  rim.  The 
rim  is  2^  inches  broad,  comprising  the  thickness  of  the  flange, 
\  inch,  and  the  width  of  the  tread,  2I  inches.  The  flange  projects 
^  inch  from  the  tread  ;  the  axle  is  3  inches  in  diameter  between 
the  wheels,  2^  inches  in  the  naves ;  and  the  journals  are  2  inches 
in  diameter,  by  5^^  inches  long. 


CHAPTER  III. 

INSIDE  PASSENGER  TRAMCAR,  CONSTRUCTED 
BY  THE  STARBUCK  CAR  AND  WAGGON 

COMPANY. 

The  passenger  tramcar,  to  hold  eighteen  passengers  inside,  illus¬ 
trated  by  Plate  II.  (Figs.  243  to  247),  is  an  excellent  example  of 
its  kind.  The  body  is  14  feet  long  and  6  feet  7  inches  wide, 


Fig.  248.  Section  of  wheel-tyre  of  the  Starbuck  car.  Scale 

outside  measure.  The  clear  length  inside  is  about  13  feet  3  inches,, 
which,  for  nine  persons  on  each  side,  contains  an  allowance  of 
17!  inches  for  erch  passenger.  This  allowance  is  liberal;  in 
omnibuses,  16  inches  only  is  allowed.  The  weight  of  the  car  is 
31  cwt. ;  equivalent  to  i’72  cwt.  per  passenger.  The  total  length 
of  the  car,  over  the  platforms,  allowing  3  feet  for  each  platform, 
is  20  feet;  and  the  extreme  height,  above  the  rails,  is  9  feet 
3  inches.  The  gauge  of  the  rails  is  4  feet  8^  inches. 

The  wheels  are  2  feet  6  inches  in  diameter,  of  cast  iron  chilled 


B  B 


370 


TRAMWAY  CARS. 


at  the  tread  and  the  flange,  which  are  of  the  section  shown  in 
Fig.  248 ;  the  axles  are  3  inches  in  diameter,  and  are  of  best  scrap 
iron.  They  are  placed  at  a  distance  of  5  feet  6  inches  between 
centres.  The  bearing-springs  are  of  india-rubber — two  blocks  to 
each  axle-bearing.  The  brake  is  of  the  same  design  as  that 
already  described  for  the  Dublin  car;  but  the  proportions  are 
different,  thus : — 


Ratio  of 

Handle  to  chain 

Long  lever  to  short  lever  . 

Final  ratio 

or,  Leverage  of  the  power 


Inches.  Inches. 
.  9  to  I 

.  24  to  3 

.  216  to  3 

•  72  to  I 


For  a  pressure  of  56  lbs.  at  the  handle,  the  statical  equivalent 
at  the  wheels  is  (72  X  56  — )  4,032  lbs.,  or  nearly  2  tons — a  con¬ 
siderably  greater  pressure,  for  a  considerably  lighter  vehicle,  than 
was  found  in  the  Dublin  car.  In  short,  the  leverages  are  respec¬ 
tively  as  follows : — 

Total  weight  Leverage  Leverage  per 

Car.  half-loaded.  of  brake.  ton  of  weight. 

Metropolitan  .  .  4^^  tons  ...  57  to  1  ...  13*4  to  i 

Starbuck  .  .  •  3  ...  72  to  i  ...  24  to  i 


Such  variations  of  practice  point  to  the  greater  strength  and  pov»*er 
•of  resistance  to  braking  stress  of  the  solid-roofed  cars,  relative  to 
^ars  with  interrupted  roofs  and  top-loads. 


Plate  J 1 . 


Fig.  246. 


Fiq. 


247. 


To  foLce  j)ag&370 


Plate  ]  1 . 


INSIDE  PASSENGER  CAR. 

(STARBUCK  CAR  AND  WAGGON  COMPANY.) 


^  Z  S^afzoner-s  yT^// 


Fig.  246. 


Fig.  2F7. 


Tlio^Kelld-  Son.  Li tit- 40, King’ Coveiit  Gandon. 


To  facA  pobg&370 


CHAPTER  IV. 

INSIDE-AND-OUTSIDE  PASSENGER-CAR  FOR 
STEAM  TRACTION,  CONSTRUCTED  BY  THE 
FALCON  ENGINE  AND  CAR  WORKS, 
LOUGHBOROUGH. 

This  car — shown  in  Plate  III.  (Figs.  249,  250),  and  further 
illustrated  in  Figs.  251  to  253 — was  constructed  for  the  Birmingham 
Central  Tramways,  on  a  gauge  of  3^  feet,  to  carry  thirty  passengers 
inside  and  thirty  outside.  It  runs  on  eight  21-inch  wheels,  set  in 
two  swivelling  bogies.  The  body  is  of  the  usual  street  car  type, 
having  a  platform  and  staircase  at  each  end,  and  an  awning  over 
the  top  seats.  The  dimensions  are — • 

Length  inside  body,  20  feet  5  inch,  or  16  inches  per  passenger. 

Length  over  platforms,  29  feet  li  inches. 

Width  outside  pillars,  5  feet  6h  inches. 

Width  over  all,  5  feet  9  inches. 

Height,  14  feet. 

Distance  apart  of  bogies,  between  centres,  19  feet  8^  inches. 

The  bottom  frame  is  of  oak,  put  together  with  white  lead,  and 
where  necessary,  with  oak  pins.  Each  side  is  trussed.  The  side 
and  corner  pillars  are  of  ash.  The  waist  panels  are  of  Honduras 
mahogany,  and  the  rocker  panels  of  whitewood.  The  inner  sides 
of  the  panels  are  covered  with  canvas  glued  on.  The  panels  are 
pinned  to  every  pillar,  except  the  end  pillars,  to  which  they  are 
screwed ;  they  are  glue-blocked  to  the  battens. 

The  floor  is  of  i-inch  red  deal,  tongued  and  grooved,  nailed 
down  to  the  bottom  frame.  Wearing  grids  are  formed  of  longi- 

B  B  2 


37^ 


TRA.MWAY  CARS, 


tudinal  strips  of  white  deal,  nailed  to  the  floor.  The  roof  ribs  are 
of  American  elm  or  English  ash,  bent  to  the  curves  and  covered 
with  pitchpine  tongued  and  grooved.  Canvas  is  put  on  with  white 
lead,  and  painted  outside  with  four  coats  of  white  lead  paint.  The 
doors  have  frames  of  cherry,  panelled  at  the  bottom  with  light  wood 
and  at  the  top  with  glass.  They  are  hung  on  brackets  and  rollers 
at  the  top,  and  are  fitted  with  friction-plates,  handles,  and  catches. 

The  inside  casings  are  framed  together,  and  fitted  with  fancy 
wood  patterns  finished  in  their  natural  grain.  A  swing  door  with 
glass  panel  is  fixed  on  the  side  where  the  car  door  slides  in.  The 
windows  are  of  best  polished  plate-glass,  and  ^-inch  bare  in  thick¬ 
ness,  fixed  in  grooved  india-rubber.  The  blinds  are  of  curtain 
form,  of  mohair  mounted  on  polished  brass  rods.  The  seats  and 
backs  are  of  perforated  veneer  in  one  piece,  suitably  carved, 
finished  in  the  natural  grain,  and  French  polished.  The  inside 
hand  rails  are  of  wrought-iron  tube  with  screwed  ends.  They  act 
as  tension  rods  to  keep  the  roof  in  proper  form.  A  sufficient 
number  of  hand-straps  are  provided.  There  are  two  lamps,  one  at 
each  end  of  the  car.  Their  reflectors  are  fluted  glass  mirrors, 
showing  a  strong  light  to  the  car  and  a  coloured  signal  light  out¬ 
side.  Ventilators  are  fixed  inside  of  the  roof.  Cords  are  pro¬ 
vided  to  be  connected  with  the  gong  on  the  engine. 

The  platforms  are  of-i-inch  red  deal,  4^  feet  long.  The  frames 
and  supports  are  of  angle-iron,  with  oak  bearers.  The  off-sides  are 
railed  in.  The  entrances  are  fitted  with  gates  and  locks.  The 
flooring  is  either  tongued  and  grooved  or  open-jointed.  The  steps 
are  of  hard  wood,  on  wrought-iron  brackets.  The  dash  or  fence  is 
formed  of  wrought-iron  rails  supported  by  suitable  standards,  with 
a  hand-rail  at  the  top,  and  shut  in  outside.  A  light  staircase  is 
fixed  to  each  platform  to  give  access  to  the  seats  on  the  roof.  The 
stair  has  sheet-iron  stringers  and  risers  and  wood  treads.  The 
risers  are  flanged  to  receive  the  treads  and  secure  the  stringers. 

The  frames  of  the  bonnets  are  of  ash  or  American  elm,  bent  to 
the  curves,  and  covered  with  pine  and  canvas,  as  specified  for  the 
roof ;  fixed  to  the  ends  of  the  cars  with  wrought-iron  brackets. 

The  top  seats  are  of  slat-and- space  construction,  with  reversible 


Plate  111 


Fig.  24-9 


INSIDE*-and— OUTS  IDE  PASSENGER  CAR,  for  STEAM  TRACTION. 

(falcon  engine  and  car  works,  Loughborough) 

Fig.  250. 


Crosby  Lockwood  i.  Son  7.  Stationers' Hall  Couri,£ondo7i 


?  Kell  (fc  Son.  Litli  40.Eug-S^  Coveui  Garden- 


Tofajo&-poige^31Z 


PASSENGER-CAR  FOR  S7EAM  TRACT/ON. 


373 


backs.  The  slats  are  of  pitch-pine  or  other  suitable  wood,  var¬ 
nished  the  natural  colour.  A  light  wooden  roof  covered  with 
canvas  is  supported  by  iron  standards.  The  upper  part  of  each 
end  is  glazed  and  fitted  with  a  deal  door.  Wearing  slats  of  deal 


are  fitted  alongside  the  roof  and  across  the  bonnets.  A  light  and 
strong  hand-rail,  2^  feet  high,  of  wrought-iron  tube  with  wrought- 
iron  feet,  all  screwed  together,  is  securely  fixed  round  the  top  of 
the  car  and  on  the  outer  side  of  each  staircase. 


374 


TRAMWAY  CARS. 


The  bogies,  Figs.  251  to  253,  are  of  wrought-iron.  The  axles 
of  each  bogie  are  3^  feet  apart.  The  sides  are  cut  out  of  |-inch 
solid  plates,  forming  guides  for  the  axle-boxes.  The  centres  are  of 
cast  iron,  with  convenient  means  for  oiling.  Friction  rollers  are 
fitted  on  each  side  to  limit  the  tilting  of  the  car.  The  wheels  are  of 
chilled  cast  iron,  from  America,  21  inches  in  diameter,  bored  to 
2f  inches  in  diameter.  The  axles  are  of  mild  steel,  turned,  with 
2^-inch  journals,  having  5I-  inches  length  of  bearing.  The  wheels 
are  forced  into  their  proper  places  on  the  axles  by  hydraulic 
pressure.  The  axle-boxes  are  formed  with  oil  wells,  and  to  exclude 
dust  and  dirt.  The  bearings  are  of  gun-metal.  There  are  double¬ 
spring  check  plates  to  limit  end  play.  The  lids  are  of  wrought 
iron,  fixed  with  a  hook  at  the  top  and  a  bolt  at  the  bottom.  The 
springs  are  of  coiled  steel.  The  deflection  of  the  springs,  when 
fully  loaded,  amounts  to  f  inch. 


Fig.  253.  Car  for  steam  traction  ;  bogie.  End  view. 


A  wrought-iron  draw-bar  is  connected  to  each  bogie  as  near 
as  possible  to  its  centre.  Brake  blocks  of  chilled  cast  iron, 
supplied  one  to  each  wheel ;  worked  by  means  of  a  hand-wheel 
under  the  stair  at  each  end  of  the  car,  and  arranged  to  connect  to 
the  break- chain  from  the  engine. 

The  iron  work  is  of  B  B  Staffordshire  or  other  iron  of  equal 
quality.  It  is  required  to  be  of  light  but  strong  design  and  first- 
rate  workmanship. 

The  outside  of  the  car  receives  three  coats  of  lead  priming, 
eight  coats  of  filling-up,  stopped  and  rubbed  down,  painted,  picked 


PASSENGER- CAR  FOR  STEAM  TRACT/ON, 


375 


out,  fine  lined,  and  lettered  according  to  colours,  patterns,  and 
wording,  to  be  supplied  by  the  purchaser.  Finished  with  three 
coats  of  durable  body  varnish  outside  ;  and  French  polished  inside, 
except  the  roof,  which  is  varnished  with  finishing  body  varnish. 

Tons.  cwts. 

Weight  of  car,  unloaded . 318 

Do.,  fully  loaded  with  60  passengers,  weighing 
4  tons,  at  the  rate  of  15  passengers  per  ton  ,  7  18 

The  gross  weight  may  be  taken  as  8  tons,  or  2  tons  per  axle, 
or  I  ton  per  wheel.  The  total  horizontal  bearing  area  of  the 
journals  may  be  taken  at  50  square  inches,  and  the  gross  load 

at  (^^5^  ^  ^  ^  round  number,  360  lbs.  per 

square  inch. 

The  weight  of  the  car  unloaded  is  1*30  cwt.  per  passenger. 


CHAPTER  V. 


RADIAL-AXLE  PASSENGER  TRAMCAR,  BY 
AIR,  JAMES  CLEAIINSON, 

Mr.  Cleminson’s  system  of  three  axles,  forming  a  self-adjusting 
or  ‘‘flexible”  wheel-base,  complies  with  the  conditions  of  the 
problem  of  a  free  passage  along  curves  in  a  satisfactory  manner. 
The  axles,  with  their  axle-boxes,  springs,  and  guards,  are  mounted 
in  independent  frames,  one  to  each  axle,  separate  from  the  main 
underframe  of  the  carriage.  The  end  frames  are  fitted  with  central 
pivots,  on  which  they  swivel  freely,  whilst  the  middle  frame  is  so 
arranged  that  it  can  slide  transversely.  The  three  frames  are 
connected  together  by  articulated  radiating  gear,  so  that  they  act 
sympathetically,  in  such  a  manner  that  when  the  carriage  or  the 
car,  leaving  a  straight  portion  of  the  way,  passes  on  to  a  curve, 
the  end  axles  are  deflected  horizontally,  forming  angles  with  the 
central  axle,  and  taking  up  radial  positions  coincident  with  the 
radii  of  the  curve.  By  means  of  such  self-acting  adjustment,  the 
car  rolls  freely  round  the  curve.  When,  conversely,  the  car  passes 
from  the  curve  to  the  straight  line,  the  axles  resume  their  paral¬ 
lelism,  and  the  car  rolls  on  naturally  in  a  straight  line.  The 
automatic  action  arises  from  the  translation  of  the  middle  axle  and 
frame  transversely,  on  a  curve  :  the  relative  lateral  movement  of 
the  middle  frame  is  communicated  to  the  near  sides  of  the  end 
frames,  causing  them  to  swivel  on  their  pivots,  and  to  turn  the  end 
axles  into  appropriate  radial  positions. 

Mr.  Cleminson’s  radial-axle  tramcar.  Fig.  254,  has  been  at  work 
on  the  Dublin  and  other  tramways.  The  wheels  are  placed  widely 
apart  under  the  body  of  the  car,  and  the  pitching  movement  inci¬ 
dental  to  the  working  of  tramcars  constructed  with  the  ordinary 


RADIAL-AXLE  PASSENGER-CAR 


377 


contracted  wheel-base,  is  extinguished.  This  car  seats  i8  passen¬ 


gers  inside,  and  20  outside  ;  total  number,  38.  The  weight  of  the 
car  is  45  cwt.,  equivalent  to  i’i8  cwt.  per  passenger. 


CHAPTER  VI. 


FRENCH  TRAMCARS. 

The  winter  car,  designed  and  constructed  by  M.  Leon  Francq^ 
for  the  tramways  from  the  Arc  de  Triomphe  to  the  Porte  Maillot, 
accommodates  14  passengers  inside,  and  7  standing  on  each  plat¬ 
form ;  total  number,  28.  The  weight  of  the  car,  empty,  is  i’57 


with  passengers,  3*36  tons. 

Feet. 

Inches. 

Total  length,  extreme  .... 

.  19 

0 

Length  of  the  body  ..... 

.  1 1 

Length  of  each  platform  .... 

•  3 

1\ 

Length  inside . 

.  1 1 

5i 

Space  per  passenger,  width 

I 

7-k 

Width,  transversely,  of  seats 

I 

5 

Height  of  seats . 

I 

7i 

Width  of  passage  way,  between  seats 

2 

9i 

Width  of  body,  outside  .... 

.  6 

7 

Width  of  doors  ...... 

I 

Height  of  doors  ...... 

•  5 

II 

Maximum  height,  inside  .... 

.  6 

9i 

Diameter  of  wheels  (four)  .... 

2 

4 

Distance  apart  of  axles,  between  centres  * 

•  5 

3 

With  dimensions  so  spacious,  this  car  weighs  only  i’i2  cwt.  per 
passenger,  or  about  4  per  cent,  more  than  the  inside-and-outside 
car,  described  at  page  360.  The  body  is  constructed  as  ordinary 
coach-work,  with  cross-bars  of  double  “P  iron.  The  panels  and 
the  fences  of  the  platforms  are  of  sheet-iron,  varnished.  The 
springs  were  originally  constructed  on  the  Belleville  system,  con- 


FRENCH  TRAMCARS. 


379 


sisting  of  dished  steel  yjlates,  piled  on  a  spindle ;  but  they  have 
been  replaced  by  ordinary  springs  of  india-rubber,  barrel-shaped, 
like  those  already  described,  standing  8  inches  high,  and  4  inches 
in  diameter  at  the  middle.  The  brake  is  on  Stephenson’s  system 
applied  to  all  the  wheels.  The  price  of  the  car  delivered  was 
^180. 

The  resistance  of  the  car  to  traction,  on  a  level,  varies  from 
13  lbs.  to  22  lbs.  per  ton,  according  to  the  state  of  the  way,  at  a 
speed  of  7  J  or  8  miles  per  hour. 

The  summer  car,  designed  by  M.  Francq,  has  nearly  the  same 
leading  dimensions  as  those  of  the  winter  car,  and  accommodates 
the  same  number  of  passengers  inside  and  on  the  platforms.  The 
sides  and  the  ends  of  the  body  are  open  above  the  seats,  but  they 
are  provided  with  curtains.  The  weight  of  the  car,  empty,  is  1*37 
tons,  equivalent  to  i  cwt.  per  passenger.  The  price  of  the  car 
delivered  was  ;£^i6o. 

The  Compagnie  Gene'rale  des  Omnibus  use  large  omnibuses 
(see  Plate  IV.,  Figs.  255,  256),  for  inside  and  outside  passengers, 
on  the  outer  boulevards,  on  the  line  between  the  Etoile  and  La 
Villette.  There  are  seats  for  20  passengers  inside,  22  outside,  and 
standing  room  on  the  platform  for  6  passengers ;  in  all,  48.  The 
body  is  16  feet  5  .inches  long  outside;  the  platform  at  the  back 
projects  4  feet  10  inches  beyond  the  body;  the  steps  project  7 
inches  farther  back  ;  whilst  the  driver’s  seat  in  front  projects  3  feet 
in  advance.  The  total  length  of  the  vehicle  is  24  feet  10  inches. 
The  width  of  seat-space  allowed  in  the  interior  is  19  inches  per 
passenger;  on  the  roof  it  is  17!  inches.  The  width  of  the  body 
is  6  feet  7  inches  outside.  There  is  one  staircase,  at  the  end, 
leading  to  tlie  roof,  and  the  steps  off  the  platform  descend  end¬ 
wise.  The  body  of  the  car  is  supported  on  transverse  framing  of 
wood,  mounted  on  four  wheels,  3  feet  3f  inches  in  diameter,  at  a 
distance  apart  of  7  feet  loj  inches.  The  wheels  on  one  side  of 
the  car  only  are  flanged,  and  are  keyed  on  their  axles ;  those  on 
the  other  side  are  made  with  flat  tyres,  and  are  loose  on  their 
axles.  The  fore-wheels  only  are  flanged ;  those  on  the  other  side 
are  made  with  flat  tyres.  The  fore-wheels  run  in  a  movable 


380 


TRAMWAY  CARS. 


frame,  to  which  traces  for  two  horses  are  attached,  and  which 
turns  on  a  perch-bolt,  and  admits  of  an  easy  passage  on  curves. 
The  car  rests  on  laminated  springs,  having  a  span  of  39  inches. 
A  brake,  which  can  be  turned  by  the  driver,  may  be  applied  to 
the  hind-wheels  of  the  car.  The  cars  run  lightly,  and  the  resist¬ 
ance  to  traction  is  much  less  than  that  of  ordinary  tramcars.  The 
weight  of  the  car  empty  is  2‘95  tons,  equivalent  to  1-23  cwt.  per 
passenger.  The  weight,  when  loaded,  is  from  6  to  tons.  The 
cost  of  the  car,  constructed  at  the  works  of  the  company,  is 
£2(^0. 

The  cars  of  the  North  Company  are  seated  for  inside  pas¬ 
sengers  only :  16  inside,  with  standing  room  for  16  on  the  two 
platforms;  in  all,  32.  The  weight  is  if  tons  empty,  equivalent 
to  I  cwt.  per  passenger;  the  weight  loaded  is  from  4^  to  qf  tons. 

The  cars  of  the  South  Company  are  seated  for  16  inside, 
12  on  the  platforms,  and  18  outside;  in  all,  46.  The  weight  is 
2'2o  tons  empty,  equivalent  to  '96  cwt.  per  passenger;  loaded, 
the  weight  is  from  5  to  5 '20  tons. 

Each  car  is  worked  with  8,  i  o,  or  12  horses ;  each  pair  making 
a  journey  of  10  miles  per  day.  The  cars  run  from  53  to  56  miles 
per  day. 


Plate 


INSIDE— AND  —OUTSIDE 

(COMPAGNIE  GENERALE  DES 


PASSENGER  CAR. 

OMNIBUS.  Paris) 


SCALE  I  25^  DIMENSIONS  IN  METRICAL  MEASURE. 


JTi  g.  256. 


CM 


S? 


s 


oo 


Li  til.  40.  Eng'  S*  Covent  Garden. 


Croshy  Zockwood  A  Son  7,  Stationers'  Hall  Court,  Zondon 


To  fojse  pa.ge'  380. 


CHAPTER  VII. 


FADE'S  REVERSIBLE  CAR. 

Eade’s  car,  patented  in  1877,  was,  in  the  same  year,  started 
on  the  Salford  Tramways  by  the  Manchester  Carriage  Com¬ 
pany.  The  principal  object  in  the  design  of  this  car  has 
been  to  obviate  the  necessity  for  unfastening  and  carrying  the 
draw-bar  and  pole  from  one  end  of  the  car  to  the  other  end,  at 
the  terminus ; — a  duty  which  is  performed  by  a  staff  of  men  known 
as  pole-shifters.  The  body  of  the  car  is  swivelled  centrally  on 
the  underframe,  and  can  be  turned  round  whilst  the  horses  remain 
in  harness,  and  the  driver  retains  his  seat.  The  body  is  secured 
in  position  by  a  simple  locking  apparatus.  There  is  but  one 
entrance  to  the  car,  at  one  end,  and  two  staircases  to  the  roof,  one 
at  each  side  of  the  entrance.  The  entrance  is  reached  by  three 
steps,  one  more  step  than  there  are  in  ordinary  cars,  as  the  body 
is  more  elevated  thanisusuah  The  windows  are  at  a  higher  level 
than  is  usual,  and  they  are  considered  to  be  safer.  The  driver 
occupies  an  elevated  seat  in  front. 

The  body  is  seated  for  16  inside  passengers,  and  i8  outside 
passengers  ;  in  all,  34  passengers.  The  body  is  12  feet  long,  and 
feet  wide,  outside  measure.  It  is  iij  feet  long  inside,  giving 
i7f  inches  per  seat.  The  seat -room  outside  is  12  feet  long,  and, 
for  18  passengers,  is  equivalent  to  j6  inches  per  passenger.  The 
total  length  from  the  front  of  the  dash-board  to  the  end  of  the 
staircase,  is  17  feet  6  inches.  There  are  four  30-inch  wheels  to 
the  car,  constructed  with  cast-iron  nave,  wood  spokes  and  rim,  and 
a  flanged  steel  tyre.  One  wheel  on  each  axle  runs  loose,  and  it 


382 


TRAMWAY  CARS. 


is  said  that  the  traction  is  sensibly  eased  by  the  additional  freedom 
of  movement  thus  secured.  The  side-springs  are  ordinary 
laminated  steel  springs  as  used  in  omnibuses.  A  brake  block  is 
provided  for  each  wheel,  constructed  of  wood,  secured  by  four 
I -inch  iron  bolts,  which  take  a  bearing  with  the  wood  on  the 
wheel.  This  construction  of  wood  and  iron,  it  is  stated,  bites 
more  keenly  than  either  wood  or  iron  alone. 

The  weight  of  the  car,  empty,  is  34  cwt.,  equivalent,  for  34  pas¬ 
sengers,  to  I  cwt.  per  passenger.  So  low  a  ratio  as  this  has  not 
been  attained  in  any  other  English  car  of  the  same  capacity.  The 
comparative  lightness  of  the  car  is  attained  by  employing  frame¬ 
work  of  light  scantling,  wheels  of  wood,  and  smaller  axles. 

It  is  reported  that  there  is,  by  the  use  of  the  reversible  car,  a 
saving  of  over  30  per  cent,  in  horse-power;  inasmuch  as  the  car 
can  be  worked  with  a  stud  of  8  horses  as  efficiently  as  the  ordinary 
car  with  12  horses.  Additional  cars  on  the  same  design  have  been 
constructed  for  the  service. 


CHAPTER  VIII. 


BEARING  SPRINGS  — WHEELS,— ROAD-AND- 

RAIL  WAGONS. 

Bearing  Springs. 

The  calculations  for  the  depression  of  side-springs,  at  page  365, 
are  but  roughly  approximate,  for  the  rate  of  compression  or  de¬ 
flection  of  such  springs  diminishes  as  the  load  is  increased.  For 
instance,  for  the  barrel-shaped  india-rubber  springs  manufactured 
by  George  Spencer  &  Co.,  for  tramway  cars — 7  inches  high, 
4f  inches  in  diameter  at  the  middle,  and  2|  inches  in  diameter 
at  the  ends — the  deflections,  or  reductions  of  height,  for  given 
vertical  loads  are  as  follows  : — 


George  Spencer  &  Co.’s  India-rubber  Springs. 


Load. 

Total  height. 

Maximum 

diameter. 

Deflection,  or  re¬ 
duction  of  height. 

Tons. 

Inches. 

Inches. 

Inches. 

0 

7 

4l 

0 

1 

0 

sN 

4l 

T.lJi 

ft 

I 

4iV 

5i 

3t 

si 

2 

3i 

3l 

For  a  similar  spring,  of  the  same  manufacture,  7  inches  high, 
5-iV  inches  in  diameter  at  the  middle,  and  3^  inches  in  diameter  at 
the  ends,  the  deflections  were  as  follows  : — 


384 


TRAMWAY  CARS. 


Load. 

Total  height. 

Tons. 

Inches. 

0 

7 

1 

<> 

s\ 

I 

4f 

4 

4fV 

2 

oiii 

J16 

Maximum 

Deflection,  or  re- 

diameter. 

Auction  of  height. 

Inches. 

Inches. 

StV 

0 

2? 

6t 

2  IT 
^16 

3fV 

The  deflections  in  the  last  columns  increased  less  rapidly  than 
the  loads,  insomuch  that  the  rates  of  deflection  per  ton  of  load, 
under  increasing  loads,  were  as  follows 


Deflection  per  ton  of  load. 

Load. 

ist  spring. 

2nd  spring.  j 

Tons. 

Inches. 

Inches. 

0 

1 

2 

3 

I 

2f| 

2  — 

If 

2 

1 

'i  ■ 

Under  a  load  of  5^  tons  net,  eight  of  these  springs  would  have 
each  to  support  f  ton,  corresponding  to  an  elasticity  measured  by 
about  3f  inches  per  ton  for  the  first  spring,  and  about  2|-  inches 
per  ton  for  the  second  spring.  These  deflections  are  much  greater 
than  those  of  the  North  British  Rubber  Company,  page  365. 

It  appears  from  the  results  of  the  deflections  of  Mr.  Spencer’s 
springs  that  the  elasticity  under  a  load  of  2  tons  is  only  about  half 
of  the  elasticity  under  a  load  not  exceeding  half  a  ton.  Also  that 
the  deflection  is  inversely  as  the  cube-root  of  the  quantity  of 
material  in  the  springs.  For,  the  diameters  of  the  springs  are 
respectively  qf  inches  and  5  xV  inches,  of  which  the  squares  are  as 
2  to  3,  and  are  as  the  quantities  of  matter  in  the  springs.  Now, 
the  deflections  under  2  tons  of  load,  are  if  inches  and  i|  inches; 


BEARING  SPRINGS. 


385 


and  :  :  ,^3  :  ,^2  :  :  1*44  :  1*26,  or  as  15  to  13.  That  is 

to  say,  the  cube-roots  of  2  and  3  inversely  are  as  li  to  if. 

Further,  as  the  quantities  of  material  in  the  springs — being  of 
the  same  height — are  as  the  squares  of  the  diameters,  the  deflec¬ 
tions  are  inversely  as  the  cube-roots  of  the  squares  of  the  diameters, 
or  as  the  -3-  power  of  the  diameter. 

The  quality  of  the  india-rubber  spring,  whereby  the  resistance  to 
compression  increases  more  rapidly  than  the  load,  is  in  ordinary 
conditions  objectionable ;  for  it  momentarily  intensifies  the 
resisting  stress  opposed  to  oscillations  of  the  car  fore  and  aft.  It 
contrasts  in  this  respect  disadvantageously  with  the  ordinary 
laminated  spring,  of  ^vhich  the  increase  of  deflection  is  uniform  for 
equal  additions  of  load.  But,  under  the  actual  conditions  of  a 
tramcar,  placed  on  axles  which  are  near  together,  with  consider¬ 
able  overhanging  masses  at  each  end,  the  increasing  rigidity  of  the 
springs  under  increasing  pressure  has  a  powerful  influence  to 
check  the  fore-and-aft  oscillation  of  the  car,  and  to  reduce  the 
extent  of  the  oscillation. 

The  “rubber-centre  spiral  springs,”  manufactured  by  Messrs. 
L.  Sterne  &  Co,,  offer  a  compromise  between  the  uniform  increase 
and  the  accelerated  increase  of  resistance  to  increase  of  load.  A 
pair  of  their  springs  of  the  C  pattern,  suitable  for  tramway  stock, 
is  deflected  I’qy  inches  under  a  load  of  1785  tons,  equivalent  to 
*86  inch  per  ton.  The  annexed  table  of  deflections  and  loads, 
based  on  the  results  of  experiments  made  by  Mr.  Kirkaldy, 
exemplify  the  compromise  referred  to,  showing  that  the  increase  of 
rigidity  is  much  less  than  that  of  springs  made  entirely  of  india- 
rubber.  Each  spring  consists  of  a  central  core  of  india-rubber, 
2  inches  in  diameter,  within  a  helical  steel  spring,  3  inches  in 
diameter  outside,  of  -A -inch  round  steel,  m.ade  in  8i  complete 
coils,  to  a  length  of  8  inches  : — 


c  c 


386 


TRAMWAY  CARS, 


Compression  or 
deflection. 

Load. 

Total  deflection  per  ton 
of  load. 

Inches. 

Tons. 

Inches. 

•45 

•446 

1*00 

•81 

*892 

•91 

i*i6 

I '339 

•87 

1*47 

1785 

*82 

173 

2*232 

77 

1*89 

2*678 

*71 

2*04 

3*124 

*65  ! 

It  may  be  remarked  that  though  the  stiffness  of  the  Sterne 
spring  increases  less  rapidly  than  that  of  the  Spencer  spring,  the 
Sterne  spring  is  on  the  whole  much  stiffer  than  the  Spencer 
spring. 

The  composite  spring,  Fig.  257,  is  a  combination  of  a  helical 
steel  spring  and  two  indiarubber  cushions  within  the  helix.  The 

helix  is  made  of -i^o-inch  round  steel,  3  inches 
in  diameter  outside.  The  cushions  are  slightly 
apart  until  a  given  load  is  reached,  when  they 
come  into  action  as  auxiliary  springs. 

Cast-iron  wheels,  chilled  at  the  periphery,, 
are  extensively  used  for  tramway  cars.  A 
quality  of  charcoal  iron  is  secured  which 
admits  of  crystallisation  and  chill  going  to  a. 
remarkable  distance  into  the  grain  of  the 
iron.  In  the  earlier  experience  of  tramways  in 
London,  car-wheels  lasted  fourteen  months, 
performing,  say,  from  22,000  to  25,000  miles 
run.  They  weighed,  when  new,  about  214 
pounds,  and  they  lost  in  weight  from  14  to 
16  pounds  by  wear — chiefly  by  the  action  of 

^  ^Spring' wkli^India-  brake.  They  failed  by  the  breaking-off 
rubber  Cushions.  of  the  flanges. 


-  -t-l-  4 

i  1  !  J  ' 


I  n 


I 


No.  I,  No.  2.  No. 


CAR  WHEELS. 


387 


c  c  2 


Figs.  258  to  261.  Miller  &  Co.’s  Car  Wheels. 


388 


TRAMWAY  CARS. 


Car  Wheels. 


The  three  varieties  of  wheels  of  chilled  cast-iron— Figs.  258 
to  261,  and  Figs.  262  to  264 — inanufactiired  hy  Messrs.  Miller  & 
Co.,  Edinburgh,  are  cylindrical  at  the  tread,  3^^  inches  in  dia¬ 
meter,  and  have  seven  spokes. 

No.  I,  light,  for  one-horse  cars  :  ins.  wide  at  the  periphery 

,,  2,  medium,  for  two-horse  cars:  ,, 

„  3,  heavy,  for  two-horse  cars:  24’^  ,,  ,, 

The  flange  stands  -iV  inch  high  on  the  periphery,  and  is  struck 
at  the  summit  with  a  radius  of  -gV  inch.  The  nave  is  2  inches  in 

No.  I.  No.  2.  No,  3. 


Figs.  262  to  264.  Miller  &  Co.’s  Car  Wheels.  Sections  of  rims. 

bore,  4^  inches  deep,  for  No.  i  ;  inches  by  4^  inches  for  No.  2  ; 
the  same  for  No.  3.  The  spokes  form  up  the  web  of  the  wheel, 
which  is  i inch,  inch,  and  tI  inch  thick.  They  are  2\  inches, 
2^  inches,  and  2^  inches  in  minimum  width,  and  are  fortified  by 
stiffening  ribs  on  the  back,  one  to  each  spoke. 

The  average  depth  of  chill  on  the  periphery  of  the  wheels  of 
Messrs.  Miller  &  Co.  is  |-inch,  which  is  sufficiently  great  to  admit 
of  a  reduction  in  diameter  by  wear  of  from  i  inch  to  inches 
before  the  wheel  is  worn  out :  corresponding,  it  is  stated,  to  a 
mileage-run  of  from  30,000  miles  to  70,000  miles,  dependent  on 
the  working  conditions ;  as  the  state  of  the  rails,  gritty  roads. 


CAJ^  WHEELS. 


389 


level  or  hilly  roads,  with  use  of  the  breaks.  A  mileage-run  of  at 
least  50,000  miles  is  frequently  attained  by  Miller  &  Co.’s  wheels. 

The  height  of  the  wheel-flange  where  narrow-grooved  rails  are 
employed  is  commonly  ^  inch.  On  some  foreign  tramways  |-inch 
flanges  are  used. 

The  steam  tramway  car  and  engine  disc  wheel.  Figs.  265,  266, 
is  a  solid  disc-plate  wheel,  usually  21  inches  or  24  inches  in 
diameter,  with  Tinch  flange. 


Fig.  265.  Steam  Tramway  Car  and  Engine 
Disc  Wheel. 


Fig.  266.  Rim  of  Disc 
Wheel. 


Combined  views  of  the  wheel,  axle,  axle-box,  bearing  springs,  and 
guides,  as  constructed  by  Messrs.  Miller  &  Co.,  are  given  in 
Figs.  267,  268.  The  class  of  axle-box  has  already  been  described 
in  page  363.  In  the  present  instance  the  journal  is  2J  inches  in 
diameter,  with  a  bearing  5^  inches  long,  or  twice  the  diameter. 
A  pair  of  steel  thrust-plates,  having  a  limited  horizontal  elastic 
action,  is  inserted  in  the  axle-box,  between  the  end  of  the  axle  and 
the  front  of  the  axle-box.  The  vertical  bearing  stress  is  taken  up 
by  a  pair  of  helical  springs  of  lA-inch  round  steel,  2|  inches  in 


390 


TRAMWAY  CARS. 


Figs.  267,  268.  Wheel,  Axle,  &c. :  combined  views. 


CAR  WHEELS  AND  AXLES. 


391 


diameter  externally,  and  7  inches  high.  An  axle-box  and  guard, 
similar  to  those  here  shown  in  Figs.  267,  268,  are  shown  in  perspec¬ 
tive  in  Figs.  269  and  270,  of  toughened  iron.  The  axle  is  2^  in.  in 
diameter  in  the  wheels,  and  2f  in.  in  diameter  between  the  backs. 

The  Handyside  wheel,  Fig.  271,  which  has  been  employed 


on  railway  rolling  stock,  is  suitable  for  tramway  stock.  It 
is  made  in  three  parts — the  tyre,  the  nave,  or  boss,  and  a  pair 
of  discs  uniting  the  nave  and  the  tyre.  The  tyre -is  of  steel,  or 
of  chilled  cast  iron  ;  the  nave  is  of  wrought  iron,  or  of  steel,  with 
four  radial  arms.  The  discs  are  of  cast  steel,  and  are  dished  and 


392 


TRAMWAY  CARS. 


R OAD-AND-RAIL  WA  GONS. 


393 


turned  inwards  at  the  inner  and 
outer  circumferences.  When 
put  together,  the  edges  of  the 
discs  embrace  the  tyre  and  the 
nave  by  corresponding  flanges 
or  lips,  whilst  at  the  middle, 
or  half-radius  of  the  discs, 
they  close  upon,  but  do  not 
touch,  the  ends  of  the  four 
arms.  The  discs  are  bolted 
together  between  two  ring- 
washers  at  the  bottom  of  the 
hollow,  equally  all  round  the 
nave ;  and  as  they  do  not 
touch  each  other,  they  are 
placed  in  a  condition  of  elastic 
tension,  at  the  same  time  that 
they  firmly  hold  the  tyre  and 
the  nave  in  position.  The 
wheel  has  been  well  tested  on 
the  Caledonian  Railway. 

Road-and-rail  Wagons 
WITH  Flangeless  Wheels. 

Wagons  used  on  the  line 
can  be  adapted  for  use  on 
the  ordinary  public  road,  so 
obviating  transhipment,  load¬ 
ing  goods  at  the  wharves, 
drawing  them  to  the  line  by 
horses,  and  delivering  them 
at  any  part  of  the  mill  pre¬ 
mises.  This  system  was 
originally  suggested,  in  1880, 
by  Mr.  Alfred  Holt,  and  was 
worked  out  by  Mr.  Henry 


Fig.'273. — Bessbicok  and  Newry  Tramway:  Flangeless  wheels  and  way. 


394 


TRAMWAY  CARS. 


Fig.  274.  Road-and-Rail  Wheel  Tramway  Wagons  in  Staffordshire  :  Side  elevation. 


ROAD-AND-RAIL  WAGONS, 


395 


G.  275.  Flangeless  Road-and-Rail  Wheel  Tramway  Wagons :  Plan  of  under  frame  and  changing  genr. 


396 


TRAMWAY  CARS. 


Barcroft  for  the  Bessbrook  and  Newry  Tramway.  The  wheels 
of  the  wagons,  Figs.  272  and  273,  are  without  flanges,  with  tyres 
2f  inches  wide,  for  running  on  common  roads.  The  tram  rails  are 
of  steel,  41^  lbs,  j^er  yard,  and  outside  these  second  rails,  23!  lbs. 
per  yard,  are  laid  at  a  level  ^  inch  below  that  of  the  way,  on  which 


Img.  276,  Road-and-Rail  Wheel  Tiamway  Wagons: 

End  elevation. 


the  plain  wheels  run,  the  ordinary  rails  forming  the  inside  guard. 
The  wheels  are  loose  on  the  axles,  and  these  work  loose  on 
journals.  The  wagon  is  supported  on  a  fore  carriage  with  a 
central  coupling,  which  engages  in  a  jaw  in  the  fore  carriage,  to 
guide  it  when  not  pinned.  Shafts  are  attached  to  the  fore  carriage 
when  the  wagon  is  to  be  used  on  ordinary  roads.  The  wagon 


R OAD-AND-RAIL  WA  GONS. 


3Q7 


weighs,  without  the  shafts,  23J  cwt.,  and  is  constructed  to  carry 
2  tons. 

Flangeless  wheels  have  been  employed  in  another  way.  Figs. 
274  to  276,  on  some  of  the  road  tramways  in  Staffordshire,  on 
Mr.  Dickinson’s  system,  in  which  both  road-wheels  and  rail-wheels 
are  employed.  When  the  road-wheels  are  lifted,  the  rail-wheels 
are  lowered  on  to  the  rails ;  and  conversely,  when  the  rail-wheels 
are  lifted,  the  road- wheels  arc  lowered  on  to  the  road. 


CHAPTER  IX. 

RESISTANCE  TO  TRACTION  ON  TRAMWAYS. 

The  first  and  leading  datum  which  rules  the  employment  of 
mechanical  power,  is  the  resistance  to  traction  on  the  tramway. 
On  a  railway,  the  resistance,  under  the  most  favourable  conditions^ 
may  be  as  low  as  6  lbs.  per  ton.'*'  But,  so  low  a  resistance  as- 
6  lbs.  per  ton  is  not  to  be  hoped  for  on  tramways,  which,  besides- 
the  difficulty  of  the  groove  in  the  rail,  are  exposed  to  the  incidents 
of  mud,  stone,  and  dirt,  and  are  made  with  many  and  quick  curves. 
On  a  straight  line  of  grooved  rails,  in  fair  order,  the  frictional 
resistance  of  a  tramcar  was  found  by  Mr.  Henry  P.  Holt  to  vary 
from  a  minimum  of  1 5  lbs.  per  ton  of  the  gross  weight  of  the  car, 
upwards,  according  to  the  weather  and  the  state  of  the  way,  ta 
more  than  40  lbs.  per  ton  : — indicative,  certainly,  of  a  bad  order 
of  conditions  in  this  particular  case. 

His  experiments  were  conducted  on  the  Headingley  line  of  tram¬ 
way,  at  Leeds.  It  was  laid,  to  a  gauge  of  4  feet  8J-  inches,  with 
a  flat-grooved  rail,  on  longitudinal  and  transverse  sleepers,  in 
concrete.  A  trial  for  the  purpose  of  testing  the  resistance  of  a 
passenger- car.  No.  21,  by  means  of  a  dynamometer,  was  made  on 
the  5th May,  1876.  The  barometer  stood  at  297  inches,  and  the 
thermometer  at  53°  Fahr.  The  day  was  dry,  the  way  was  in 
average  condition,  and  the  wind  was  north-west,  slight.  The 
direction  of  the  way  was  for  the  most  part  due  south,  having  two- 
curves  in  it.  The  length  of  the  line  traversed  was  1,645  ya-rds,, 
having  a  net  rise  of  115  feet,  making  an  average  ascending 

*  Railway  Machinery,  by  D.  K.  Clark,  1855  5  page  297. 


RESISTANCE  TO  2'R ACTION. 


399 


gradient  of  i  in  43.  The  car  was  an  ordinary  four-wheel  car, 
weighing  47 ^  cwts. ;  and  it  was  loaded  with  45  passengers.  The 
wheels  were  30  inches  in  diameter,  5^  feet  apart  between  centres. 
The  journals  were  2J  inches  in  diameter.  A  section  of  the  tyre 
of  one  of  the  car-wheels,  and  of  the  rail,  as  worn,  is  shown  in 
Fig.  277.  The  load  of  passengers,  allowing  14  to  the  ton,  weighed 
3’2  tons;  making  with  the  weight  of  the  car,  2’37  tons,  a  gross 
load  of  5 ’5 7  tons.  The  car  was  drawn  by  three  horses  over  the 
greater  part  of  the  way;  and,  for  a  short  distance,  on  an  incline  of 
I  in  19,  by  four  horses;  at  an  average  speed  of  6  miles  per  hour. 
Two  intermediate  stoppages  were  made  on  the  way.  The  average 
tractive  force  exerted  over  the  whole  length,  deduced  from  Mr. 
Holt’s  continuous  diagram  of  force,  was  22*44  ibs.  per  ton  of  the 
gross  load. 


Fig.  277.  Section  of  Tyre  of  Trial  Car,  and  of  Rail,  Leeds. 

Mr.  Henry  Hughes  deduced  from  some  experiments  a  tractive 
resistance  of  about  26  lbs.  per  ton ;  often  much  more,  occasionally 
less.  Such  high  resistances  as  these  are  readily  explained,  when 
it  is  considered  that  the  flanges  of  the  wheels  frequently  take  a  bear¬ 
ing  on  the  floors  of  the  grooves,  or  on  the  dirt  embedded  therein,  at 
the  same  time  that  the  wheels  roll  on  the  surface  of  the  rail ;  for 
thus  the  wheel  rolls  on  two  different  radii  simultaneously,  and 
grinding  resistance  is  excited.  Again,  whilst  the  wheel  at  one  end 
of  an  axle  may  be  running  on  the  proper  bearing  surface  only,  the 
wheel  at  the  other  end  may  be  running  on  the  flange,  causing  the 
car  to  swerve  and  grind  laterally  against  the  rails.  Again,  the 
rails  may  be  out  of  gauge,  or  out  of  level,  or  weak  and  springy. 
Lastly,  the  grooves  may  be  so  clogged  with  detritus  that  all  the 
wheels  may  be  running  on  their  flanges  only ;  and,  besides  the 
illegitimate  resistance  due  to  traction  on  a  mud  surface,  there  is 


400 


TRAMWAY  CARS. 


the  extra  resistance  due  to  the  wedging  of  the  flanges  in  the  dirt. 
Car-drivers  know  the  value  of  a  clear  groove  : — one  may  tell  you 
that  the  car  requires  a  horse  more  power  to  draw  it  over  clogged 
rails ;  another  will  tell  you  that  it  is  equivalent  to  some  hundred¬ 
weights  more  load,  or  a  ton  or  two  more,  according  to  the  clear¬ 
ness  of  his  perceptions.  The  horse  would  be  the  best  witness,  if 
he  could  speak  his  mind,  but,  failing  his  verbal  evidence,  the 
dynamometer  must  be  consulted. 

It  was  directly  proved  by  experiments  made  by  M.  Tresca,  on 
the  tractional  resistance  of  a  tramway  car,  that  the  groove  in  the  rail 
was  the  direct  cause  of  a  large  portion  of  the  resistance  to  traction. 
The  car,  having  four  flanged  wheels,  with  its  load,  was  drawn  over 
a  portion  of  the  Paris  and  Versailles  Tramway,  laid  in  macadam, 
when  the  tractional  resistance  amounted  to  i-iooth  part  of  the 
gross  weight,  or  22*40  lbs.  per  ton.  This  quantity  is  precisely  the 
same  as  that  which  Mr.  Holt  deduced  from  his  trials.  Subse¬ 
quently,  two  of  the  flanged  wheels,  both  on  one  side  of  the  car, 
were  removed  and  replaced  by  flat-tyred  wheels,  by  M.  Belon- 
chant,  the  engineer  of  the  tramway;  and  in  July,  i860,  M.  Tresca 
repeated  the  experiment  with  the  half-flanged  car : — 


Weight  of  47  passengers,  @  143  lbs. 

Tons. 
.  3*00 

Weight  of  wheels  ..... 

.  0*41 

Weight  of  the  car . 

.  2*26. 

Gross  weight 

•  5*67 

The  length  of  line  traversed  was  a  third  of  a  mile,  on  a  level ; 
and  the  tractive  force,  at  a  uniform  speed  of  yi  miles  per  hour, 
amounted  to  about  86  lbs.,  equivalent  to  i-iqyth  part  of  the  gross 
weight,  or  to  15^  lbs.  per  ton.  Thus,  the  removal  of  two  flanges,, 
was  accompanied  by  a  reduction  of  the  tractive  resistance  by  one-  ■ 
third.  M.  Delonchant,  encouraged  by  the  results  of  his  experi¬ 
ence,  removed  another  flanged  wheel,  running  the  cars  with  only 
one  flanged  wheel,  and  three  flat-tyred  wheels.  The  result, 
according  to  M.  Goschler,  was  that  the  resistance  was  reduced  one 
half  as  compared  with  the  original  car  with  four  flanged  wheels.  In 


/RESISTANCE  TO  TRACTION. 


401 


this  proportion,  the  tractional  resistance  must  have  been  reduced 
to  about  i-2ooth  part  of  the  gross  weight,  or  to  about  ii  lbs. 
per  ton.  , 

The  Vignoles  rail,  employed  in  the  tramways  of  Jyloscow,  incurs  v 
one-half  less  resistance  to  traction  than  the  ordinaify  grooved  rail,  ' 
according  to  the  report  of  the  engineer.  Colonel  de^^ytenko.  The 
comparatively  small  tractional  resistance  of  the  Vrigs^les  rail  is 
clearly  due  to  the  absence  of  a  narrow  groove,  buf^it  has  the 
objection  of  breaking  the  continuity  of  the  pavement. 

The  resistance  to  traction  at  low  speeds,  increases,  of  course, 
with  the  speed,  though  slowly.  On  ordinary  railways,  under 
ordinary  conditions  of  curvature  and  of  maintenance,  the  resis¬ 
tance  of  engines  and  trains  taken  together,  as  deduced  experi¬ 
mentally  by  the  author,  may  be  taken  as  follows  : — 

12  lbs.  per  ton,  at  a  speed  of  i  mile  per  hour. 

^3  lbs.  , ,  , ,  10  , , 

14  lbs.  ,,  ,,  15  ,, 

bSilbs.  ,,  ,,  20 

Here  it  appears  that  the  resistance  increases  only  by  2  J  lbs.  per 
ton,  when  the  speed  is  raised  from  10  miles  per  hour  to  20  miles 
per  hour.  It  may  be  assumed  that,  on  tramways,  the  speed  will 
not  exceed  15  miles,  even  when  mechanical  motive  power  is  em¬ 
ployed,  and  within  such  a  limit  the  variations  of  tractive  force 
with  the  speed  are  not  worth  serious  consideration. 

Considering  that  the  experiment  by  M.  Tresca,,  from  which  a 
resistance  of  22*4  lbs.  per  ton  was  deduced,  was  made  on  a  line  of 
tramway  laid  in  macadam,  it  may  be  inferred  that  the  resistance 
on  a  straight  line  of  tramway,  made  with  grooved  rails,  well 
maintained  in  granite  pavement,  would  not,  under  similar  condi¬ 
tions,  have  exceeded  20  lbs.  per  ton. 

Mr.  Edward  Woods,  also,  estimated  the  resistance  of  a  tram- 
car  on  a  level,  and,  it  is  presumed,  a  straight  line,  at  20  lbs.  per 
ton. 

In  view  of  the  foregoing  observations,  it  may  be  concluded  that, 

*  Railway  Alachiiiery,  1855;  page  310. 

D  D 


402 


TRAMWAY  CARS. 


for  purposes  of  estimation,  the  resistance  of  engines  and  cars  on 
grooved-rail  tramways,  level,  straight,  and  well  maintained,  is 
2  0  lbs.  per  ton;  and  that  on  a  line  in  average  condition,  with 
curves,  it  may  occasionally  amount  to  40  lbs.  per  ton.  An  average 
of  30  lbs.  per  ton  may  be  taken  as  a  datum  for  the  calculation  of 
the  ordinary  tractive  force  to  be  provided  for.  These  data  coin¬ 
cide  with  the  conclusions  of  Messrs.  Merryweather  &  Sons  from 
their  experience  with  tramway  locomotives  and  cars. 

The  force  required  to  start  a  tram-car,  to  get  up  the  speed,  is 
necessarily  greater  than  the  force  required  to  maintain  the  speed 
uniformly.  It  is  a  variable  quantity,  for  it  may  be  anything  that 
horses  may  choose  to  exert,  or  that  engine-drivers  may  apply.  Mr. 
John  Phillips  found  by  experiment  that  in  starting  a  car  by  two 
horses,  an  initial  tractive  force  of  from  500  lbs.  to  600  lbs.  was 
exerted  on  the  car: — equivalent,  for  a  gross  weight  of  5  tons,  to 
from  100  lbs.  to  120  lbs.  per  ton. 

Mr.  Holt  found  that  the  momentary  initial  force  exerted  by  the 
horses  in  starting  the  load  from  a  state  of  rest,  was  in  three 
instances  as  follows  : — in  starting  down  an  incline  of  i  in  79,  it 
was  450  lbs.  ;  in  starting  up  an  incline  of  i  in  62,  it  was 
1,100  lbs.  ;  and  up  an  incline  of  i  in  50,  it  was  975  lbs.  Allowing 
for  the  force  of  gravity,  the  net  initial  efforts  to  start  the  car  were 
606  lbs.,  900  lbs.,  725  lbs.  respectively;  being  at  the  rate  of 
no  lbs.,  160  lbs.,  131  lbs.,  respectively,  per  ton.  These  results 
accord  with  those  which  were  found  by  Mr.  John  Phillips. 

In  order  to  obviate  the  straining,  spavining,  and  weakness  of 
back,  to  which  horses  are  subject,  caused  by  the  effort  of  starting 
heavy  cars,  Mr.  Henry  P.  Holt  designed  a  tramcar  starting  gear, 
patented  in  May,  1879,  illustrated  by  Figs.  278  and  279.  A  lever, 
to  the  upper  end  of  which  the  horse  is  harnessed,  is  arranged  verti¬ 
cally  at  each  end  of  the  car,  pivoted  at  the  lower  end  to  a  bracket 
fixed  to  the  frame,  and  carrying  a  quadrant  fixed  to  it  about  half¬ 
way  up,  corresponding  to,  and  connected  by  a  chain  with,  another 
quadrant  formed  as  a  cam,  slung  on  the  hind  axle  of  the  car  (see 
Fig.  280).  Enclosed  within  the  quadrant,  which  is  hollow,  a 
ratchet-wheel  is  keyed  fast  on  the  axle,  into  which  a  pawl  pivoted 


/ 


RESISTANCE  TO  TRACTION.  403 


D  D  2 


Figs.  278,  279.  Tramcar  Starting  Gear,  by  H.  P.  Holt. 


404 


TRAMWAY  CARS. 


in  the  quadrant  engages,  when  the  pull  of  the  horse  is  applied 
through  the  chain  to  the  quadrant.  The  pull  of  the  horse  at  start¬ 
ing  is  thus  transmitted  to  the  axle,  and  causes  it  to  revolve.  As 
the  cam  is  upright  at  the  instant  of  starting,  it  exercises  a  degree 
of  leverage  on  the  axle,  by  which  the  pull  of  the  horse  and  the 
tractive  force  are  multiplied.  The  pawl  is  released  clear  of  the 
ratchet-wheel,  after  the  car  has  been  started,  by  means  of  a  rod 
running  through  friction-discs  contained  in  a  fixed  box.  By  these 
means,  it  is  arranged  that,  at  first  starting,  the  horse  travels  at 
twice  the  forward  speed  of  the  car.  The  lever  is  controlled  by 
springs,  by  which  it  is  retained  in  a  vertical  position,  or  at  right 

angles  to  the  platform  when  there  is 
no  tractive  pull.  When  the  pull  is 
applied  to  the  lever,  the  springs 
through  which  the  pull  is  communi¬ 
cated  to  the  car,  yield  in  proportion 
to  the  pull,  and  in  so  doing  fall  for¬ 
ward,  and  to  a  lower  level,  thereby 
augmenting  the  angle  of  the  traces, 
and  the  downward  stress  on  the  horse, 
and  so  improving  the  foothold. 

For  the  ordinary  momentary  pull  of 
Gear— Cam  Quadrant.  Scaled.  975  Ibs.,  in  Starting  on  an  incline  of 

I  in  50,  a  substituted  steady  pull — 550- 
lbs. — is  brought  to  bear  by  the  instrumentality  of  the  starting  gear. 
Mr.  Holt  deduced  as  means  of  several  experimental  results,  that 
the  force  exerted  in  starting  a  tramcar,  weighing  in  all  5  tons,  on 
a  level,  without  starting  gear,  is  470  lbs.,  or  94  lbs.  per  ton ;  and 
with  it,  213  lbs.,  or  43  lbs.  per  ton.  Ascending  an  incline  of  i  in 
12,  the  forces  are  respectively  1,400  lbs.  and  636  lbs. 

The  weight  of  two  sets  of  starting  gear  for  one  car  is  135  lbs. 
the  price  is  ^18.  Mr.  Holt  estimated  that  the  working  life  of  the 
tramway  horse  would  be  extended  half  a  year  by  the  employment 
of  the  starting  gear.  Thus  the  life  which  is  usually  4J  years,  would 
be  extended  to  5  years,  equal  to  that  of  an  omnibus  horse. 

Mr.  E.  Perrett  experimented  with  a  passenger-car,  for  24  pas- 


RESISTANCE  TO  TRACTION. 


405 


sengers,  weighing  34  cwt.,  on  four  wheels  52-  feet  apart  between 
centres,  on  the  Nottingham  tramways.  The  force,  by  dynamo¬ 
meter,  required  to  start  the  car,  and  the  force  required  to  keep  it 
moving,  under  different  circumstances,  were  as  follows  : — 


Grooves. 

Line. 

To  start. 

To  keep* 
mo\ing. 

Clear 

Very  dirty 

Moderately  dirty 

Do.  do. 

Do.  do. 

Do.  do. 

Do.  do. 

Do.  do. 

Straight  and  level 

Do.  do. 

j  Do.  up  gradient 

1  T  in  130  ) 

Do.  down  do.  do. 
i  Curve,  45  feet  radius  } 

1  up  gradient  i  in  130  j 
Down  do.  do. 

i  Curve,  22  feet  radius  } 

1  up  gradient  i  in  130  \ 
Down  do.  do. 

Per  ton. 

SO  lbs. 

66  ,, 

106  ,, 

5/  j  > 

86  ,, 

62  ,, 

132  ,, 

95 

Per  ton,  ' 

25  lbs. 

50 

66  ,, 

34 

72  ,, 

50  .. 

94  .. 

65  M 

From  this  statement  it  appears  that  on  a  straight  line  the  start¬ 
ing  force  varied  from  50  lbs.  to  80  lbs.  per  ton,  according  to  the 
state  of  the  rails — being  less  than  those  already  mentioned.  But 
it  is  probable  that  in  this,  as  a  private  experiment,  the  starting  was 
more  gently  effected  than  in  the  other  instances.  On  the  straight 
line,  with  clear  grooves,  the  running  resistance  was  25  lbs.  per  ton  ; 
and  this  was  doubled,  or  increased  to  50  lbs.  per  ton,  when  the 
grooves  were  very  dirty ;  or  even  when  they  were  but  moderately 
dirty,  if  the  mean  of  the  upward  and  downward  pulls  on  the  incline 
I  in  130  be  taken.  Under  the  same  condition,  of  moderately 
dirty  grooves,  the  effect  of  a  curve  of  45  feet  radius,  averaged  from 
the  upward  and  downward  pulls,  was  to  raise  the  resistance  from 
50  lbs.  per  ton  to  61  lbs.  per  ton  ;  and  that  of  a  curve  of  22  feet 
radius,  raised  it  to  80  lbs.  per  ton.  If  25  lbs.  be  deducted  from 
each  of  the  last  three  values,  for  the  effect  of  dirt  in  the  grooves, 
there  remain  25  lbs.,  36  lbs.,  and  55  lbs.  per  ton  as  the  relative 
resistances  with  clear  grooves,  on  a  straight  line,  a  curve  of  45  feet 
radius,  and  a  curve  of  22  feet  radius  ;  showing  that  the  resistance 


4o6 


TRAMWAY  CARS. 


on  a  2  2-feet  curve  is  more  than  twice  the  resistance  on  a  straight 
line.  (For  resistance  of  steam-car,  see  page  481.) 

Mr.  A.  W.  WrighF"  tested  the  traction al  resistance  of  a  car  on 
the  North  Chicago  City  Railway— a  tramway  laid  with  step-rails, 
which  are  grooveless,  like  the  Philadelphia  rail  (page  9). 
The  car,  with  passengers,  weighed  3  tons,  and  required  an 
average  force  of  109J  lbs.  to  draw  it  at  a  speed  of  five  miles  per 
hour,  including  stoppages,  or  36^  lbs.  per  ton,  over  old  worn-out 
iron  rails.  On  new  steel  rails,  the  traction  force  averaged  17  lbs. 
per  ton.  To  start  the  car,  a  force  of  148  lbs.  per  ton  was  exerted 
on  the  old  rail,  and  128  lbs.  per  ton  on  the  new  rail. 

In  view  of  the  foregoing  results,  though  based  on  scanty  data, 
and  the  results  of  Mr.  Holt’s  trials,  with  other  data  already  given, 
the  average  resistance — 30  lbs.  per  ton— already  adopted  for 
calculation,  may  be  retained  ;  although  an  occasional  maximum 
of  60  lbs.  per  ton  may  be  reached,  and,  on  the  contrary,  a 
minimum  of,  say,  15  lbs.  per  ton,  when  the  rails  are  wet  and 
clean,  straight  and  new. 

The  great  degree  of  extra  resistance  due  to  the  clogging  of  the 
grooves  in  the  rails,  compared  with  the  resistance  for  clear  grooves, 
has  been  referred  to.  These  observations  are  corroborated 
by  the  experience  of  steam-power  as  well  as  of  horse-power. 
Mr.  J.  Arthur  Wright  states  that,  on  a  dusty  day,  on  the  steam¬ 
lines  of  the  Rouen  Tramways,  when,  despite  every  effort  to  keep 
the  rails  clear,  the  grooves  become  filled  with  dust  and  dirt,  the 
engines  consume  about  2^  lbs.  of  coke  per  mile  more  than  they 
do  under  more  favourable  circumstances — when  the  consumption 
averages  about  12  lbs.  per  mile.  The  excess  is  nearly  20  per 
cent. 

On  this  question  of  special  tractional  resistance,  Mr.  H.  Conradi 
made  some  observations  on  the  reduction  of  resistance  due  to  the 
employment  of  his  rail  cleaner.f  The  gross  resistance  of  each 

*  See  his  Paper  on  “  The  Best  Pavement  for  Horse  Railroad 
Tracks,”  in  the  American  Engineer^  June,  1881,  page  103. 

t  See  Mr.  Conradi’s  paper  O71  the  Clea^iing  of  Tramway  a7id 
othe^'  Rails,  read  before  the  Society  of  Engineers,  April  10,  1893. 


RESISTANCE  TO  TRACTION 


407 


car  at  starting  on  muddy  and  dirty  lines,  straight  and  level,  was 
from  80  lbs.  to  90  lbs.  After  the  starting  the  resistance  settled 
down  to  from  60  lbs.  to  70  lbs.  On  curves  and  passing  places,  of 
from  25  feet  to  30  feet  radius,  the  resistance  was  from  75  lbs.  to 
85  lbs.  On  very  steep  gradients  and  curves  of  this  radius  the 
resistance  varied  from  90  lbs.  to  100  lbs.  These  trials  were  made 
with  a  car  weighing  about  tons,  carrying  a  varying  load  of  12, 
19,  and  22  passengers  during  the  trial  run,  making  an  average 
total  weight  of  above  3  tons. 

To  determine  the  tractional  resistance  of  cars  on  rails  cleaned 
by  his  apparatus,  Mr.  Conradi  fitted  it  to  two  cars  in  ordinary 
condition  and  in  ordinary  service.  The  first  car  was  started  with 
the  cleaner  lowered  and  in  action  on  the  rails.  Ten  minutes 
later,  the  second  car  followed  with  a  varying  load  of  passengers  up 
to  28  in  number,  also  having  the  cleaner  in  action.  This  car 
started  with  an  initial  resistance  of  from  50  lbs.  to  60  lbs.  on  the 
straight  and  level,  and  a  running  resistance  of  from  35  lbs.  to 
45  lbs. ;  on  curves  and  at  passing  places,  on  the  level,  from  50  lbs. 
to  60  lbs.  ;  on  curves  on  steep  gradients  from  70  lbs.  to  80  lbs. 

It  thus  appeared  that,  on  rails  previously  cleaned  by  the  first 
car,  the  tractional  resistance  of  the  second  car,  including  that  of 
the  cleaner,  was  less  by  from  25  lbs.  to  35  lbs. 

Assuming  the  average  gross  weight  of  the  second  car  with  pas¬ 
sengers  to  have  been  3  tons,  the  tractive  resistances  were  as 
follows  : — 

Muddy  and  dirty,  straight  and  level  line,  on 

starting  .  .  .  .  .  .  .  27  to  30  lbs.  per  ton 

Muddy  and  dirty,  straight  and  level  line,  run¬ 
ning  . 20  ,,  23  ,, 

Same  line,  straight  and  level ;  car  fitted  with 

Mr.  Conradi’s  cleaner  in  action  .  .  .  12  ,,  15  ,,  ,, 

The  mean  running  resistance  with  the  rail-cleaner  in  action  is 
thus  shown  to  be  only  63  per  cent,  or  less  than  two-thirds  of  the 
resistance  under  ordinary  conditions. 

Experiments  were  made,  in  1890,  on  the  Modling  (Vienna) 


4o8 


TRAMWAY  CARS, 


Electric  Railway,  to  ascertain  the  resistance  in  sharp  curves,  by 
means  of  a  dynamometer  placed  between  the  two  cars  composing 
the  train.  The  way  consisted  partly  of  grooved  or  tramway  rails, 
and  partly  of  Vignoles  rails  as  used  for  ordinary  railways.  On  a 
gradient  of  1*50  per  cent,  or  i  in  66*6,  with  curves  of  100  feet 
radius,  and  at  a  speed  of  9 '3  miles  per  hour,  the  resistance  (irre¬ 
spective  of  that  due  to  the  gradient)  was  from  17 ’6  lbs.  to  22  lbs. 
per  ton,  averaging  19-8  lbs.  of  train  weight  on  the  Vignoles 
section,  and  26-4  lbs.  on  the  grooved  section,  and  showing  that  the 
mean  resistance  on  the  Vignoles  section  was  6*6  lbs.  per  ton,  or 
25  per  cent,  less  than  on  the  grooved  section. 


PART  V. 


MECHANICAL  POWER  ON  TRAMWAYS. 


CHAPTER  T. 

HISTORICAL  NOTICE  OF  THE  APPLICATION  OF 
STEAM  POWER  ON  TRAMWAYS. 

Latta. — Grice  and  Long.— Train. 

The  first  application  of  steam  for  propelling  tramway-cars,  accord¬ 
ing  to  Mr.  Cramp/'''  appears  to  have  been  made  on  the  Cincinnati 
Tramway,  in  1859,  ^7  LrRRj  who  constructed  a  steam- 

car  in  which,  it  is  said,  eighty  persons  had  been  conveyed.  The 
second  application  was  made  by  Messrs.  Grice  and  Long,  of 
Philadelphia,  who  constructed  a  long  car  on  two  four-wheel  trucks 
or  bogies — one  under  each  end  of  the  car.  To  one  of  the  trucks 
steam-power  was  applied  by  means  of  toothed  gear.  In  i860,  five 
or  six  steam-cars  were  in  use  in  the  United  States,  in  which  the 
engine  and  boiler  were  placed  within  the  car,  the  whole  being 
carried  on  two  bogie  trucks.  Mr.  G.  F.  Train,  in  i860,  patented 
a  steam-car,  on  a  Bissell-truck  at  one  end,  and  a  pair  of  wheels  at 
the  other  end,  driven  by  a  double-cylinder  steam-engine  with  a 
vertical  boiler,  with  intervening  spur-gearing. 

*  “  Tramway  Rolling  Stock,”  by  Mr.  C.  C.  Cramp  :  Transactions 
of  the  Society  of  Engineers,  1874,  page  124. 


410 


MECHANICAL  POWER  ON  TRAMWAYS. 


Todd. 

Mr.  Leonard  J.  Todd,  of  Leith,  it  appears,  was  the  first  steam- 
locomotist  who,  in  1871,  designed  an  engine  for  tramways,  specially 
adapted  for  passing  through  common  roads  and  streets,  avoiding- 
noise,  smoke,  and  steam,  and  possessing  great  facilities  for  starting 
and  for  stopping  quickly.  He  insisted  on  the  advantage  of  accu¬ 
mulating  power,  for  which  purpose  he  used  a  boiler  of  great  capa¬ 
city,  holding  a  large  quantity  of  water,  with  a  very  small  fire-grate. 
‘Hn  the  case  of  a  small  generator,”  he  says,*  “the  only  reliable 
way  of  making  a  furnace-boiler  which  can  take  care  of  itself  for  a 
considerable  time  is  simply  to  give  it  a  greater  water-capacity  and 
water-area.  This  water,  in  the  most  perfect  and  natural  manner 
possible,  acts  the  part  of  a  heat-accumulator,  as,  during  a  long 
time,  it  goes  on  storing  up  heat  within  itself,  and  but  very  slowly 
raising  the  pressure-gauge ;  and,  again,  during  a  lengthened  period 
it  gives  off  heat  from  its  store,  while  yet  only  slowly  reducing  the 
pressure  and  the  water-level.  Now,  this  invaluable  action  of 
water  within  a  boiler  is  not  carried  to  any  great  extent  in  ordinary 
locomotives,  as  there  is,  in  them,  no  j^articular  use  for  it, 
although,  on  undulating  lines,  it  is  well  known  to  be  of  great 
importance  that  a  boiler  should  contain  a  large  amount  of  water. 

“  Now  locomotive  boilers  contain  5  cubic  feet  of  water,  and 
3  square  feet  of  water-area  for  each  square  foot  of  grate,  and  never 
require  attention  oftener  than,  nor,  indeed,  so  often  as,  every  ten 
minutes.  It  is  evident,  then,  that  if  we  give  six  times  as  much 
water- capacity  and  water-area,  while  still  keeping  the  same  size  of 
grate,  as  far  as  safety  goes,  we  need  only  attend  to  the  boiler  once 
in  sixty,  instead  of  ten,  minutes.”  .  .  .  “  The  power  required  to 
propel  a  forty-four-seat  car,  including  the  weight  of  the  propelling 
mechanism,  with  this  large  quantity  of  water,  will  not,  on  level 
lines,  exceed  ten  indicator  horse-power,  although  more  than  this 
will  be  required  to  work  heavy  roads.  Then,  small  boilers  and 
engines  will  give  ten  horse-power  for  each  foot  of  grate ;  but  we 
had  better  allow  the  grate  of  the  car  boiler  to  contain  li  square 

*  T/ie  Engineer,  July  24,  1874  ;  page  66. 


TODD'S  STEAM-LOCOMOTIVE. 


411 

feet;  and  with  30  cubic  feet  of  water  and  18  square  feet  of  water- 
area — both  six  times  the  ordinary  locomotive  allowance — we  get 
45  cubic  feet  as  the  water  capacity,  and  27  square  feet  as  the  area  at 
the  water-level.  The  furnace  should  be  of  considerable  depth,  not 
less  than  2  feet  below  the  fire-doorway ;  so  that,  before  commenc¬ 
ing  a  run,  it  could  be  filled  with  fuel,  and  then  left  to  sink  down 
as  it  burns  away.” 

Mr.  Todd  constructed  a  steam  locomotive  capable  of  drawing 
two  passenger  cars,  with  a  total  of  76  seats,  for  the  Tram  Via  de 
Santander,  shown  in  Fig.  281.  The  boiler  was  of  the  locomotive 
form,  having  3^  square  feet  of  area  of  grate,  and  160  square  feet 


Fig.  281.  Steam-locomotive,  by  Mr.  L.  J.  Todd,  1871.  Scale  7,^. 


of  heating  surface,  including  that  of  the  tubes.  The  cylinders 
were  6h  inches  in  diameter,  with  a  stroke  of  9  inches,  and 
made  150  revolutions  of  the  crank-shaft  when  the  speed  was  10 
miles  per  hour.  The  driving-wheels  were  5J  feet  in  diameter, 
formed  with  a  disc  of  wood.  There  was  a  bogie-truck  in 
front,  having  21 -inch  wheels  at  3  feet  between  the  axles.  The 
fixed  wheel-base,  between  the  driving-axle  and  the  centre  of 
the  truck,  was  5  feet  3  inches.  The  motion  of  the  crank-shaft  was 
communicated  to  the  driving-wheels  by  a  pair  of  spur-wheels. 
The  draught  of  air  to  the  furnace  was  supplied  from  a  i2-inchfan> 


412 


MECHANICAL  POWER  ON  TRAMWAYS. 


driven  by  the  exhaust  steam  of  the  engine,  which  struck  the  buckets 
of  a  bucket-wheel  on  the  axle  of  the  fan.  The  steam  passed  thence 
into  the  water  tank,  where  condensation  water  might  be  deposited, 
whilst  the  uncondensed  steam  escaped  into  the  chimney.  With  a 
pressure  of  steam  in  the  boiler  of  150  lbs.  per  square  inch,  the 
engine  could  exert  20  effective  horse-power.  The  weight  in  work¬ 
ing  order  was  5  tons.  The  extreme  length  was  14  feet  10  inches^ 
and  the  width  over  all  was  6  feet  6  inches.  The  chimney  was 
14  feet  5  inches  high  above  the  rails,  to  clear  the  awning  above 
the  cars. 

Mr.  L.  J.  Todd,  early  in  1875,  constructed  a  fireless  steam- 


Figs.  282,  283.  Fireless  Steam-car,  ]\Ir.  L.  J.  Todd,  1875. 

Scale  about  y\r. 


car.  Figs.  282,  283,  in  which  the  reservoirs  and  the  machinery 
were  placed  beneath  the  floor  of  the  car.  There  were  two  reser¬ 
voirs,  having  the  form  of  boilers,  with  domes  ;  each  reservoir  con¬ 
taining  30  cubic  feet  of  heated  water,  or  a  total  of  60  cubic  feet. 
The  reservoirs  were  well  coated  with  non-conducting  material. 
The  cylinders  were  9  inches  in  diameter,  with  8  inches  of  stroke, 
connected  direct  to  one  pair  of  the  wheels.  There  were  two  pairs 
of  24-inch  wheels,  coupled,  for  adhesion,  at  a  distance  of  4  feet 
6  inches  apart  between  the  axles.  The  cylinders  are  surrounded 
by  large  jackets  open  to  the  heated  water^  in  which  they  are  im¬ 
mersed  ;  and  are  thus  maintained  at  the  maximum  temperature  in 


LAJinrS  AMMONIACAL-GAS  CAR. 


413 


the  reservoir.  By  this  means  a  better  action  of  the  steam  in  the 
cylinder  was  expected  to  be  effected,  and  the  steam  was  super¬ 
heated  to  some  extent  before  it  was  exhausted.  There  was  no 
other  provision  for  rendering  invisible  the  exhaust-steam,  which 
simply  emerged  at  the  end  of  the  car,  under  the  roof.  The  body 
of  the  car  was  14  feet  long,  and  7  feet  wide  over  all;  the  extreme 
length  over  the  buffers  was  22  feet  6  inches.  Two  lines  of  seats 
were  fixed  on  the  roof;  the  weight  of  the  car,  in  working  order, 
was  6h  tons. 


Lamm. 

Dr.  Emile  Lamm  experimented  for  some  time,  in  1871,  with  an 


Fig.  284.  Ammoniacal-gas  Car,  by  Dr.  Lamm,  1871.  Scale  about 

I 

ammoniacal-gas  car.  Fig.  284,  in  New  Orleans.  He  placed  a 
reservoir  of  hot  water  on  the  roof  of  the  car,  containing  an  in¬ 
terior  reservoir  of  liquid  ammoniacal  gas,  produced  by  heating  sal- 
ammoniac  in  the  presence  of  a  hydrate  of  lime.  The  gas  was 
disengaged  under  the  influence  of  the  heat  of  the  surrounding 
water,  and  it  passed  to  the  cylinders,  which  were  placed  vertically 
at  the  end  of  the  car,  and  were  connected  to  a  crank-shaft  below, 
from  a  chain-pulley  on  which  revolving  motion  was  communicated 
by  a  corresponding  pulley  to  one  of  the  axles  of  the  car.  The  gas 
was  exhausted  into  the  reservoir  of  water,  where  it  was  condensed 


414 


MECHANICAL  POWER  ON  7R  AM  WAVS, 


and  its  heat  was  imparted  to  the  water.  This  process  of  evolu¬ 
tion  and  condensation  was  continued  until  the  pressure  of  the  gas 
in  the  interior  reservoir  became  insufficient  for  keeping  the  pistons 
in  motion.  The  greatest  fall  of  pressure  in  the  gas-generator 
during  a  run  of  seven  miles,  did  not  exceed  lo  lbs.  per  square 
inch.  When  the  water  became  saturated  with  gas,  it  was  replaced, 
and  the  gas  absorbed  could  be  extracted  from  the  water  for  further 
service. 

The  greatest  difficulty  in  the  employment  of  ammoniacal  gas  is 
the  necessity  for  entirely  preventing  its  escape  into  the  atmosphere, 
to  obviate  the  offensive  smell,  and  the  difficulty  of  respiration 
caused  by  its  presence  in  the  air.  This  objection,  together  with 


Fig.  285.  Tireless  Locomotive,  by  Dr.  Lamm,  1872.  Scale  about  g-g. 

that  of  the  chemical  action  of  the  gas  on  iron,  led  to  the  abandon¬ 
ment  of  the  system  of  propulsion  by  ammoniacal  gas,  though  Dr. 
Lamm’s  car  was  at  work  for  some  time. 

Dr.  Lamm  subsequently,  in  1872,  started  a  tireless  loco¬ 
motive — a  ‘'thermo-specific  engine” — on  the  line  of  tramway 
between  New  Orleans  and  Carrolton.  The  locomotive,  Fig.  285, 
consisted  of  a  reservoir,  about  3  feet  in  diameter,  and  10  feet 
long,  on  four  wheels,  filled  with  water  heated  to  a  high  tem¬ 
perature,  under  a  corresponding  high  pressure.  When  the 
regulator  was  opened,  the  pressure  was  relieved,  and  steam  was 
formed  spontaneously  from  the  water  to  keep  up  the  supply,  accom¬ 
panied  by  a  gradual  fall  of  pressure.  The  cylinders  were  fixed 
vertically  to  the  fore-end  of  the  reservoir,  and  they  worked  to  a 


FIRE  LESS  LOCOMOTIVES. 


415 


crank-shaft  below,  from  which  the  power  was  transmitted  by  spur¬ 
gearing  to  the  nearest  axle.  The  reservoir  contained  60  cubic 
feet  of  heated  water.  It  was  first  filled  with  cold  water,  after 
which  a  connection  was  made  with  the  steam-pipe  of  a  large 
stationary  boiler  at  Carrolton,  under  a  pressure  of  200  lbs. 
per  square  inch.  The  cold  water  was  quickly  heated  up,  and 
raised  to  a  pressure  of  180  lbs.  per  square  inch.  The  con¬ 
nection  was  then  uncoupled,  and  the  hot -water  locomotive 
was  ready  for  work.  The  exhaust-steam  was  discharged 
directly  into  the  air,  making  clouds  of  moist  white  vapour.  It 
was  reported,  in  1875,  that  the  hot-water  locomotives  were  in 
constant  and  successful  operation.  The  tramway  is  about  six 
miles  in  length.  From  the  centre  to  the  outskirts  of  the  city,  the 
cars  are  worked  by  mules,  which  are  then  exchanged  for  the 
engines.  With  one  replenishment  of  the  reservoir  at  Carrolton, 
the  locomotive  could  make  the  double  journey  to  New  Orleans  and 
back,  and  have  a  residual  pressure  of  50  lbs.  per  square  inch. 

By  observation  it  was  found  that  when  the  atmospheric  tem¬ 
perature  fell  to  40'  F.,  the  temperature  of  the  water,  though  it 
was  160°  higher,  only  fell  about  3°  F.  per  hour. 


East  New  York  and  Canartio. 

In  October,  1873,  a  ^  fireless  locomotive  was  made  be¬ 

tween  East  New  York  and  Canartio,  a  distance  of  3^  miles.  The 
reservoir  was  3  feet  10  inches  in  diameter,  and  10  feet  long,  on 
two  pairs  of  30-inch  wheels,  coupled.  There  were  two  steam- 
cylinders,  8  inches  in  diameter,  with  a  stroke  of  12  inches.  The 
exhaust-steam  was  discharged  into  two  condensers,  one  for  each 
cylinder,  fitted  with  38  condensing  tubes  f  inch  in  diameter,  and 
air-pumps  for  creating  a  partial  vacuum.  The  weight  of  the  engine 
was  4  tons  3  cwt.  ;  that  of  the  car  which  was  drawn  by  it  was  7J 
tons,  empty,  and  was  estimated  at  12^  tons,  loaded  with  120  pas¬ 
sengers.  The  locomotive,  with  the  car,  performed  the  run  of  3^ 
miles  to  Canartio,  on  falling  gradients,  in  i2|  minutes,  at  the  rate 
of  1 64  miles  per  hour,  whilst  the  pressure  in  the  reservoir  fell  from 


4i6 


MECHANICAL  POWER  ON  TRAMWAYS. 


i8o  lbs.,  at  the  beginning  of  the  trip,  to  io8  lbs.  per  square  inch 
at  the  end  of  the  trip.  The  train  stopped  for  nine  minutes  at 
Canartio,  and  during  this  time  the  pressure  fell  to  104  lbs.  The 
return  trip,  on  rising  gradients,  was  made  in  17  minutes,  being  at 
the  rate  of  124  miles  per  hour,  when  the  pressure  fell  to  45  lbs. 
per  square  inch.  It  is  stated  that  the  machinery  of  this  engine 
was  poorly  designed  and  constructed :  obviously  the  condenser 
was  quite  insufficient. 

A  few  months  later  another  fireless  locomotive  working  on 
the  Canartio  line,  was  tested  by  Mr.  R.  H.  Buel  and  Mr.  H.  L. 
Brevoort.  The  results  of  their  trials  were  recorded  in  a  report 
written  by  Mr.  Buel,  in  January,  1874.'"  The  reservoir  of  the 
locomotive  was  3  feet  i  inch  in  diameter  and  9  feet  long,  having  a 
steam  dome  12  inches  in  diameter  and  2  feet  high.  The  cylinders 
were  vertical,  5  inches  in  diameter,  with  a  stroke  of  7  inches,  fitted 
with  side-valves  and  link-motion.  The  power  was  transmitted  to 
one  of  the  axles  by  a  spur  pinion  of  26  teeth  on  the  crank-shaft, 
gearing  into  a  wheel  of  46  teeth  on  the  axle.  There  are  four  30- 
inch  wheels  on  two  axles.  The  reservoir  was  covered  with  cement 
and  felting,  and  the  steam  cylinders  were  heavily  felted.  A  2-inch 
pipe,  perforated  with  small  holes,  lay  along  the  reservoir,  near  the 
bottom,  for  nearly  the  whole  length  ;  and  steam  was  admitted 
from  a  stationary  boiler,  through  this  pipe,  for  the  purpose  of 
heating  the  water. 

The  reservoir  was  half  full  of  water  at  the  commencement  of 
the  trip,  of  4*40  miles,  and  the  pressure  of  steam  was  142  lbs.  per 
square  inch.  The  pressure  of  the  steam  during  the  trip  was  as 
follows  : — 


Time. 

P.M. 

3-35 

3-37 


3-3 


8 


3-39 

3-51 

3*53 

3-55 

4.4 


Pressure. 

lbs.  per  square  inch. 

142 
132 
124 
124 
102 

97 
89 


Time. 

P.M. 

4-7 

4.10 

4-13 

4-15 

4.21 

4.24 


Pressure. 

lbs.  per  square  inch. 
66 
52 

48 

44 
29 

22 


Average  pressure  81*5  lbs. 
Published  in  The  Engineer ,  February  20,  1874,  ^35* 


BAXTER'S  STEAM  CAR. 


417 


The  total  time  rimnmg  the  trip,  4‘4o  miles,  was  49  minutes,  of 
which  the  time  actually  running  was  35 J  minutes.  The  average 
speed  whilst  running  was  7 ‘44  miles  per  hour.  The  average  speed 
of  the  crank-shaft  was  147 ’4  turns  per  minute,  giving  a  speed  of 
piston  172  feet  per  minute.  Mr.  Buel  calculated,  from  the  pres¬ 
sures  in  the  reservoir,  that  210  lbs,  of  water  was  evaporated  and 
consumed  during  the  trip,  or  at  the  rate  of  48  lbs.  per  mile  run. 
The  engine  was  worked  in  full  gear,  and  the  steam  was  wire-drawn 
by  the  regulator.  The  average  initial  pressure  on  the  cylinder 
was  found,  from  indicator  diagrams,  to  be  2 3 ‘5  2  lbs.  per  square 
inch;  the  average  terminal  pressure  was  19*86  lbs.  ;  the  average 
back  pressure  was  5’i5  ;  the  average  effective  pressure  was  17*86 
lbs.  per  square  inch.  The  indicator  power  was  3*61  horse-power. 
Mr.  Buel  estimated  that  the  quantity  of  steam  manifested  in  the 
cylinders,  according  to  the  indicator  diagrams,  amounted  to  147*15 
lbs.,  or  70  per  cent,  of  210  lbs.,  the  calculated  quantity  evapo¬ 
rated.  The  circumstances  under  which  the  steam  was  employed 
in  the  engine  were  obviously  unfavourable.  The  steam  was  not 
worked  expansively  to  any  degree  ;  and  much  of  it  was  condensed 
in  the  cylinders.  The  speed  of  the  pistons  was  too  low,  and, 
even  wuth  such  low  speed,  the  back  pressure  on  the  pistons 
amounted  to  5*15  lbs.  per  square  inch,  or  22^  per  cent,  of  the 
positive  pressure  above  the  atmosphere. 


Baxter. 

In  1872,  Mr.  Baxter,  of  Newark,  U.S.,  brought  out  a  steam-car. 
Fig.  286,  in  New  York.  It  was  placed  on  four  30-inch  chilled 
wheels,  at  7 -feet  centres,  driven  by  a  steam-engine  with  compound 
cylinders,  placed  together  under  the  floor.  The  steam  was  sup¬ 
plied  from  a  vertical  boiler,  26  inches  in  diameter,  and  4J  feet 
high.  It  is  stated  that  this  steam-car  worked  well,  taking  52 
passengers,  ascending  an  incline  ot  i  in  13.  It  was  also  noise¬ 
less. 


E  E 


4i8 


MECHANICAL  POWER  ON  TRAMWAYS. 


Grantham. 

Mr.  John  Grantham,  impressed  with  the  need  for  substituting 
steam-power  for  horse-power,  patented  a  system  of  steam-car  in 
1871,  consisting  of  an  ordinary  tramway-car,  in  which  the  pro¬ 
pelling  power  was  to  be  lodged  and  applied  at  the  middle  of  the 
length  of  the  car.  In  1872  he  had  a  steam-car,  Fig.  287,  con¬ 


structed  ;  of  which  the  car  proper  was  made  at  the  Oldbury 
Carriage  Works,  and  the  engines  and  boilers  by  Messrs.  Merry- 
weather  &  Sons,  to  Mr.  Grantham’s  design.  This  was  the  first 
steam-car  for  tramways  constructed  in  England.  A  boiler-chamber 
was  constructed  at  each  side  of  the  body,  to  hold  two  upright 
boilers,  leaving  a  central  passage  free  for  circulation  in  and  out  at 


GRANl'HAilf  S  STEAM  CAR. 


419 


either  end  of  the  car,  or  from  end  to  end.  The  boilers  were  con¬ 
structed  on  the  Field  system,  with  pendent  water-tubes,  having 
internal  circulating  tubes.  They  were^  18  inches  in  diameter,  and 
4  feet  4  inches  high  ;  the  fire-grate  of  each  boiler  was  15  inches  in 
diameter.  The  machinery  was  placed  below  the  floor.  The 
steam-cylinders  were  4  inches  in  diameter,  with  a  stroke  of  10 
inches,  and  were  connected  to  a  single  pair  of  driving-wheels,  30 
inches  in  diameter.  The  car  had  four  wheels,  placed  at  10  feet 
apart  between  the  axles.  One  axle  was  for  driving ;  the  other 
axle  had  one  wheel  loose,  on  a  sleeve,  so  that  the  wheels  could 
revolve  independently  of  each  other.  The  car,  over  all,  was  30  feet 
in  length  :  it  held  seats  for  44  passengers — 20  inside  and  24  out¬ 
side.  The  weight,  empty,  was  6h  tons.  Early  in  1873,  the  steam- 
car  was  put  to  work  experimentally  on  a  short  piece  of  level 
railway,  350  yards  long,  at  West  Brompton,  where  it  worked  for 
some  time  satisfactorily  enough  with  steam  of  90  lbs.  pressure  : — 
traversing  the  line  at  an  average  speed  of  1 1  miles  per  hour,  in¬ 
cluding  the  starting  and  the  stopping.  But,  though  a  steam-car 
may  do  well  on  a  railway,  it  may  fail  on  a  tramway,  on  which  the 
resistance  is  much  the  greater.  Thus  is  to  be  explained  the  failure 
of  the  Grantham  car  when  it  was  tried  in  November,  1873,  on  ^ 
portion  of  the  London  Tramways,  between  Victoria  Station  and 
Vauxhall  Bridge ;  possibly,  also,  as  The  Enghieei'  remarked,  be¬ 
cause  of  difficulties  in  firing,  due  to  the  crowded  state  of  the  car. 

The  car  was  removed  to  the  Wantage  Tramway,  where  it  was 
put  to  work.  But  it  did  not  generate  sufficient  steam  for  working 
the  inclines  and  curves  of  the  line,  which  are  severe.  The  Wan¬ 
tage  Tramway  is  two  miles  long ;  the  steepest  gradient  is  i  in  47 
for  350  yards,  and  its  quickest  curve  has  a  radius  of  only  75  feet. 
The  insufficient  performance  of  the  boilers,  and  the  danger  of 
isolated  boilers,  unfitted  the  Grantham  car,  as  first  constructed,  for 
employment  on  ordinary  tramways.  It  was  altered  under  the 
advice  of  Mr.  Edward  Woods.  The  boilers  were  taken  out,  and 
a  single  large  vertical  boiler,  constructed  by  Messrs.  Shand,  Mason, 
&  Co.,  with  numerous  small  water-tubes,  laid  nearly  horizontally, 
was  substituted .  This  new  boiler,  like  the  old  boilers,  was  placed 


E  E  2 


420 


MECHANICAL  POWER  ON  TRAMWAYS. 


in  the  middle  of  the  car,  nearer  one  side  than  the  other,  completely 
boxed  off,  and  leaving  a  passage  or  thoroughfare  towards  the  other 
side  between  the  first-class  and  the  second-class  ends  of  the  car. 
New  wheels  of  smaller  diameter,  24  inches,  were  substituted  for  the 
original  wheels.  One  pair  of  the  wheels  was  used  for  driving,  and 
the  other  pair,  as  before,  had  one  loose  wheel  to  ease  the  passage 
on  curves.  The  car  was  driven  from  either  end  by  removable 
levers,  by  means  of  which  the  driver  possesses  entire  control  of  its 
movements.  It  was  27  feet  3  inches  long,  6  feet  6  inches  wide, 
and  1 1  feet  i  inch  high.  The  net  weight  of  the  car,  empty,  was  64 
tons,  and  with  a  supply  of  coke  and  water,  8  tons.  It  could 
accommodate  60  passengers,  making  a  load  of,  say,  5  tons,  and  a 
gross  weight  of  13  tons  loaded. 

The  following  estimate  of  the  cost  of  working  tramways  by  the 
Grantham  steam-car,  was  based  on  the  results  of  experience  on 
the  Wantage  Tramway.  It  was  assumed  that  a  mileage  amounting 
to  26,260  miles  is  run  during  the  year,  equivalent  to  72  miles  per 
day,  although,  as  a  matter  of  fact,  the  daily  mileage  run  on  the 
Wantage  line  has  been  less  than  40  miles. 

Wantage  Tramway. 

Estimated  cost  of  working  Grantham' s  Steam-car . 

One  engine-driver  @  35s.  per  week  \  s.  d. 

„  stoker  ,,  25s.  ,,  (  80s.  208  0  o 

„  conductor  ,,  20s.  ,,  ) 

Fuel,  7  lbs.  of  coke  per  mile  for  26,260  miles  = 

82  tons  @  15s.  .  .  .  .  .  .  .  61  10  o 

Oil,  tallow,  wash,  and  sundries,  @  ^d.  per  mile, 

for  26,260  miles  .  .  .  .  .  .  27  7  i 

Water  at  is.  per  day . 1850 

Repairs  of  car  and  machinery,  at  id.  per  mile, 
for  26,260  miles . 109  8  4 

Total  cost  .  .  •  10  5 

or,  3‘88d.  per  mile  run. 

The  next  steam-car  constructed  on  Grantham’s  system.  Fig. 
288 — though  the  leading  speciality  of  the  system  nearly  vanishes 


GRANTHAM’S  STEAM  CAR. 


42  I 

in  the  car  last  constructed — comprised  a  few  further  improvements, 
made  on  the  recommendation  of  Mr.  Woods.  A  four-wheel 
bogie  was  substituted  for  the  independent  wheels,  and  the  boiler 
and  machinery  were  placed  at  one  end  of  the  car.  The  car 
was  constructed  by  the  Starbuck  Car  and  Wagon  Co.,  Bir¬ 
kenhead,  to  work  on  the  Vienna  Tramways.  The  machinery 
and  the  boiler  were  supplied  by  Messrs.  Shand,  Mason,  &  Co. 
The  boiler  was  one  of  their  inclined  water-tube  boilers,  like  those 
which  are  employed  by  them  in  the  construction  of  fire-engines. 
The  fire-box  was  upright ;  the  water- tubes,  which  were  of  small 
diameter,  were  arranged  in  layers,  slightly  inclined,  which  crossed 
each  other,  one  layer  above  another.  The  machinery  was  below  the 


platform,  and  the  water-tanks  were  placed  under  the  seats  of  the 
car.  The  cylinders  were  6  inches  in  diameter,  with  a  stroke  of 
pinches;  the  driving-wheels  were  2  'feet  in  diameter;  and  the 
bogie-wheels  were  20  inches,  placed  at  3  feet  between  the  centres 
of  the  axles.  The  distance  from  the  centre  of  the  driving-axle 
to  that  of  the  bogie,  was  8  feet.  On  this  working  base  of  8  feet, 
there  was  a  total  length  of  car  equal  to  28^  feet,  of  which  the 
length  of  the  body  was  23 J  feet,  comprising  14  feet  for  the 
accommodation  of  24  passengers,  and  9^  feet  for  the  boiler-room. 
The  total  weight  was  about  7  tons  gross,  with  passengers,  of 
which  there  were  3  tons  on  the  driving-wheels,  and  4  tons  on  the 
bogie.  The  price  of  the  steam-car  was  about  ^750. 

This  car  was  tried  on  the  Hoylake  and  Birkenhead  Tramway 


422 


MECHANICAL  POWER  ON  TRAMWAYS. 


on  May  ii,  1876.  The  tramway  is  2^  miles  long,  with  curves  of 
35  feet  radius,  and  a  maximum  gradient  of  i  in  19.  The  car 
made  three  complete  double  journeys,  or  a  total  running  of  15 
miles,  with  a  load  of  45  passengers.  The  working  pressure  in 
the  boiler  was  100  lbs.  per  square  inch.  The  ordinary  speed, 
whilst  running,  was  about  10  miles  per  hour  ;  but  the  speed,  when 
tested,  occasionally  reached  double  that  rate. 

The  car  ascended  the  incline  i  in  19;  but  it  could  not 
have  started  on  the  incline  if  it  had  previously  been  stopped 
upon  it. 

A  trial  of  this  steam-car  was  made  on  reaching  its  destination, 
on  the  Vienna  Tramways,  over  a  piece  2 ’40  miles  long,  between 
the  Semmering  Tramway  Station  and  the  Central  Cemetery,  on 
July  28,  1876.  The  distance  was  traversed  in  15  minutes,  or  at 
the  rate  of  9J  miles  per  hour,  including  stoppages.  The  steepest 
gradient  was  i  in  48,  which  was  ascended  at  a  speed  of  14  miles 
per  hour.  The  boiler,  though  a  rapid  generator  of  steam,  was,  for 
the  purpose  of  a  tramway  motor,  too  limited  in  water-room ;  and 
it  demanded  skilled  management  to  maintain  the  pressure  free 
from  violent  fluctuations. 

The  regular  working  speed  was  from  10  to  12  miles  per 
hour. 

In  Mr.  V/oods’  latest  design  of  the  Grantham  steam-car,  the 
distance  between  the  centres  of  the  driving-axle  and  the  bogie  was 
increased  to  10  feet. 

The  Grantham  car  continued  in  dailv  work  for  some  time,  as 
late  as  in  1881,  on  the  Wantage  Tramway.  In  the  reports  of  Mr. 
G.  Stevenson,  the  engineer  of  the  line,  in  that  year,  it  appears  that 
the  steam-car  consumed  220  lbs.  of  coke  per  day  in  running  8  trips 
of  5  miles  each,  or  40  miles  in  all  :  at  the  rate  of  5J  lbs,  of  coke 
per  mile  run,  and  not  7  lbs.,  as  was  assumed  for  estimation.  The 
car  weighed  with  fuel  and  water  6^  tons,  and  took  2f  tons  of  pas¬ 
sengers  ;  making  a  gross  weight  of  9I  tons,  for  moving  which  the 
fuel  was  consumed  at  the  rate  of  "59  lb.  per  ton-gross  per  mile 
run.  According  to  the  first  estimate  given  in  page  420,  the  total 
working  cost  for  the  Grantham  car  was  calculated  at  3*88d.  per 


PER  kins'  L  O  COMO  T1 VE . 


423 


mile  run.  It  now  appears  from  the  published  accounts,  that  the 
cost  for  locomotive  power  for  the  two  years  ending  June  30,  1880, 
during  which  24,280  miles  were  run  by  cars,  amounted  to  4'44d. 
per  mile  run  by  cars,  comprising  the  cost  for  the  heavier  engines  of 
Hughes  already  noticed. 


Perkins. 

In  1874,  a  tramway  locomotive  was  constructed  on  the  system 
of  Mr.  Loftus  Perkins,  by  the  Yorkshire  Engine  Company,  for  the 
Belgian  Street  Railway  Company,  Brussels.  It  was  worked  with 
steam  of  a  pressure  of  500  lbs.  per  square  inch,  with  compound 
cylinders,  of  which  the  first  cylinder  was  single-acting,  2  inches 
in  diameter,  and  the  second  cylinder  was  double-acting,  4f  inches 
in  diameter.  Thence  the  steam  was  exhausted  into  an  air-surface 
condenser,  consisting  of  two  assemblages  of  vertical  J-inch  copper 
tubes,  one  on  each  side  of  the  engine,  presenting  together  700  or 
800  square  feet  of  cooling  surface.  The  steam  was  condensed  by 
the  cooling  action  of  the  atmospheric  air  which  circulated  about 
the  outsides  of  the  tubes.  The  upper  ends  of  the  tubes  were  closed, 
with  the  exception  of  a  small  aperture,  about  inch  in  diameter, 
left  for  the  escape  of  residual  vapour.  The  boiler  was  constructed 
of  bent  iron  tubes,  2  J  inches  diameter  inside,  and  f  inch  thick  ; 
it  had  been  proved  to  a  pressure  of  2,500  lbs.  on  the  square  inch, 
or  167  atmospheres.  Coke  was  the  fuel  used,  and  the  force  of 
draught  was  simply  that  due  to  the  height  of  the  chimney.  The 
wheels  were  2  feet  in  diameter ;  the  axles  were  2  J  inches  in  dia¬ 
meter,  swelled  to  a  diameter  of  3J  inches  at  the  middle.  The 
speed  of  the  crank-shaft  was  reduced  by  toothed-wheel  gearing, 
in  the  ratio  of  four  to  one  ;  and  the  motion  was  taken  off  the 
second  shaft  to  the  wheels  by  coupling-rods.  The  weight  of  the 
locomotive  was  only  four  tons,  in  working  order.  The  scantling 
of  its  parts  appears  generally  to  have  been  scarcely  sufficient. 
The  crank-shaft,  for  example,  was  only  if  inches  in  diameter.  Mr. 
Cramp  states,  that  in  a  preliminary  trial  of  this  engine,  with  its 


424 


MECHANICAL  POIVER  ON  TRAMWAYS. 


load,  in  the  end  of  1874,  on  the  Manchester  and  Sheffield  Rail¬ 
way,  a  speed  of  15  miles  per  hour  was  attained,  on  gradients  of 
from  I  in  200  to  I  in  80. 


Fig,  289.  Perkins’s  Condensing  Locomotive  :  Elevation. 


The  engine  was  sent  to  Brussels,  where  it  had  the  duty  of 
drawing  a  one-horse  passenger-car.  M.  Vaucamps,  director  of 
the  Belgian  Street  Railways,  writing  upon  the  results  of  trials  in 
the  end  of  1874,  stated  that  the  system  was  perfect :  “  In  fact,  no 


PERKINS'  LOCOMOTIVE. 


425 


smoke,  no  escape  of  steam  into  the  atmosphere,  no  noise,  no 
feeding  of  water  during  the  trip,  nor  even,  if  needful,  for  several 
days,” 

Spee,  writing  in  December,  1875,'^'  i^C)t  form  quite  so 


Fig.  290.  Perkins’s  Condensing  Locomotive  :  Transverse  Section. 


favourable  an  estimate ;  but  “  he  was  convinced  that  this  motor, 
slightly  modified,  would  answer  perfectly.  It  would  be  neces- 

*  Exploitation  des  Chemins  de  Fers  Americains  par  Traction 
Alecafiique,  page  12. 


42  6  MECHANICAL  POWER  ON  TRAMWAYS. 

sary  to  employ  two  cylinders  at  least  [probably  he  meant  two 
systems  of  compound  cylinders].  The  pressure,  35  atmospheres, 
n  consequence  of  which  it  is  very  difficult  to  maintain  the  joints, 
would  not  appear  to  be  indispensable.  The  condenser,”  he  added, 
“does  not  act  efficiently,  for  the  outer  ranges  of  tubes,  screening 
the  others,  prevent  their  being  sufficiently  cooled.”  M.  Vau camps 
appears  to  have  afterwards  adopted  similar  views,  for,  in  1875,  he 
adapted  two  systems  of  compound  cylinders  to  the  engine,  with  a 
mode  of  coupling  by  frictional  gearing,  heavy  and  complicated, 
for  moving  the  locomotive  either  way ;  this  gearing  gave  rise  to 
violent  shocks. 

“  After  having  tried  this  coupling-gear  for  some  time,”  says 
M.  Spee,  “M.  Vaucamps  resolved  to  take  the  machine  to  pieces, 
and  sell  it  as  old  metal.” 

Mr.  Perkins  availed  himself  of  the  results  of  his  experience  with 
the  locomotive  at  Brussels,  in  the  designing  of  the  condensing 
locomotive.  Figs.  289  and  290.  It  is  compactly  arranged,  within 
a  length  of  10  feet,  a  width  of  7  feet,  and  a  height  of  9  feet 
8  inches  above  the  level  of  the  rails,  exclusive  of  the  chimney,  which 
is  about  13  or  14  feet  high.  The  wheel-base  is  4  feet  3  inches  in 
length,  and  the  width  of  gauge  is  4  feet  8k  inches.  The  boiler 
and  the  engines  are  placed  side  by  side  in  the  middle,  and  they 
are  flanked  by  two  air-condensers. 

The  motion  is  reduced  by  toothed  gearing  from  the  crank¬ 
shaft  to  an  intermediate  shaft,  and  is  thence  communicated  to  all 
the  wheels  by  coupling-rods. 

The  boiler  is  vertical,  and  is  constructed  on  Mr.  Perkins's  water- 
tube  system.  There  are  nine  tiers  of  wrought-iron  tubes,  bent  to 
an  oblong  form,  with  circular  ends,  2k  inches  in  bore,  and  f  inch 
thick.  The  tiers  are  connected  vertically  by  short  junction  tubes 
of  smaller  diameter.  The  boiler  is  “  absolutely  safe  from  explo¬ 
sion.”  The  total  external  heating  surface  presented  is  90  square 
feet.  The  area  of  grate-surface  is  3  square  feet.  Thus  the  ratio 
of  the  fire-grate  area  to  the  heating  surface  is  i  to  30.  The 
pressure  of  steam  in  the  boiler  is  500  lbs.  per  square  inch,  though 
the  boiler  is  constructed  to  bear  a  maximum  pressure  of  800  lbs. 


PERKINS'  LOCOMOTIVE. 


427 


per  square  inch.  The  chimney  is  sufficient,  by  the  natural  draught, 
for  the  production  of  steam,  with  coke  as  fuel. 

'The  engine  consists  of  two  single-acting  cylinders  and  one 
double-acting  cylinder.  The  single-acting  cylinders  have  one 
piston-rod  ;  the  steam,  at  400  lbs.  pressure,  being  admitted  above 
the  piston  by  the  first  and  smallest  cylinder,  3b  inches  in  diameter; 
then  expanded  into  the  second,  or  medium,  cylinder,  5J  inches  in 
diameter,  below  its  piston  ;  lastly,  exhausted  into  the  double¬ 
acting  cylinder,  which  is  7J  inches  in  diameter.  The  first  and 
second  cylinders  thus  work  together  as  one  cylinder,  and  they, 
with  the  third  cylinder,  are  connected  to  a  crank-shaft,  with  a 
stroke  of  9  inches.  The  object  of  the  combination  of  the  first 
and  second  cylinders,  and  working  them  by  single  action,  is  to 
prevent  the  exposure  of  the  packing  round  the  piston-rod  to  the 
extreme  temperature  of  the  steam  as  first  admitted. 

The  steam  is  cut  off  in  the  first  cylinder  at  three-fourths  of 
the  stroke ;  and  whilst  its  initial  temperature  at  400  lbs.  effective 
pressure  is  about  450°  F.,  the  pressure  falls  by  expansion  to 
something  less  than  300  lbs.  effective  pressure  when  the  steam 
enters  the  second  cylinder,  where  the  initial  temperature  does 
not  exceed  420°  F. 

A  sufficiently  high  degree  of  expansion  is  obtained  by  this 
combination,  for  the  working  volumes  of  the  cylinders  are  as 
follows  : — 


Area  of  piston. 
^  ,  3.S  I 


1st  cylinder 


.  2376,  as  3*23 

44*  18  sq.  in.  x  2  =  88*36,  as  11*52 


Setting  off  the  expansion  in  the  first  cylinder  against  the  reduc¬ 
tion  of  expansive  action  by  clearances,  it  may  be  taken  that  the 
steam  may  be  finally  expanded  to  twelve  times  its  initial  volume 
before  being  exhausted  into  the  condensers.  The  cylinders  are 
jacketed  with  steam  direct  from  the  boiler;  the  jackets  are  in 
reality  coils  of  pipes,  of  small  bore,  conducted  round  the  cylinders, 
embedded  in  the  castings. 


428 


MECHANICAL  POWER  ON  TRAMWAYS. 


The  engine,  boiler,  and  chimney  are  entirely  enveloped  in  a 
non-conducting  casing  of  vegetable-black,  3  inches  thick. 

The  condensers  consist  each  of  a  great  number  of  brass  tubes, 
i  inch  in  diameter  outside,  and  6  feet  long,  placed  vertically  on  a 
hollow  base,  and  pitched  at  a  distance  of  one  inch  between 
centres.  The  steam  is  exhausted  into  the  hollow  base  of  each 
condenser,  whence  it  freely  enters  the  tubes,  which  are  nearly 
closed  at  the  upper  ends,  leaving  only  a  very  small  opening, 
iV  inch  in  diameter,  to  the  atmosphere.  They  present  an  area  of 
external  surface  equal  to  i’5oo  square  feet,  of  which,  it  is  stated, 
150  square  feet  are  sufficient  for  the  formation  of  one  cubic  foot 
of  water  per  hour,  by  the  condensation  of  steam  as  from  a  tem¬ 
perature  of  212°  F.,  or  atmospheric  pressure.  The  total  quantity 
of  steam  that  could  be  condensed  per  hour,  as  from  212°  F., 
would  thus  amount  to  10  cubic  feet  of  water,  which  affords  ample 
margin.  The  feed  is  drawn  from  the  condensation-water.  The 
temperature  of  condensation  is  from  210°  to  212°  after  the  water- 
supply  is  heated.  The  back  pressure  in  the  condenser  is  about 
lbs.  per  square  inch  above  the  atmosphere. 

The  intermediate  shaft  is  geared  to  the  crank-shaft  in  the  ratio 
of  4  to  I,  to  make  one  turn  for  four  of  the  crank-shaft,  and  the 
motion  is  transmitted  by  4-inch  cranks,  with  coupling-rods,  to  the 
wheels,  which  are  24  inches  in  diameter.  The  play  of  the  springs 
is  allowed  for  by  a  slot  in  each  coupling-rod.  The  axle-boxes  of 
each  pair  of  wheels  are  united  into  one  piece,  reaching  across  the 
engine. 

The  weight  of  the  locomotive,  empty,  is  5J  tons,  of  which 
10  cwt.  is  contributed  by  the  condensers.  The  weight,  in  full 
working  order,  with  fuel  and  water  for  the  day’s  work,  is  6  tons. 

It  was  anticipated  that  very  economical  results  of  performance 
would  be  obtained  by  the  use  of  this  locomotive.  In  a  stationary 
engine  and  boiler  constructed  on  the  same  system,  18-indicator 
horse-power  has  been  realised  with  a  consumption  of  30  pounds 
of  coke  per  hour,  equivalent  to  i’6j  pounds  per  horse-power  per 
hour.  The  waste  of  water  in  the  engine  is  only  5  gallons  in 
12  hours. 


SOCIETE  METALLURGIQUE  ZOCOMOT/IE. 


429 


The  tramway  locomotive,  working  at  full  power,  indicated,  it 
was  stated,  30  horse-power,  with  a  consumption  of  about  50  lbs. 
of  coke  per  hour,  or  ry  lbs.  per  square  foot  of  grate  per  hour. 


SOCIETE  MeTALLURGIQUE. 

The  Socie'te  Me'tallurgique  et  Charbonniere,  Belgium,  according 
to  M.  Spec,  constructed,  in  1875,  ^  locomotive  fitted  with  a  three- 
cylinder  engine  on  Brotherhood’s  system. 

The  high  speed  of  the  engine  was,  in  the  first  design,  reduced 
by  means  of  an  endless-screw  and  wheel,  with  a  view  to  the 
prevention  of  noise.  But  this  gearing  broke  down  several  times, 
and  the  friction  and  the  wear  were  found  to  be  so  considerable, 
that  in  a  second  design  the  reduction  of  speed  was  effected  by 
means  of  spur-gear.  From  cranks  on  the  last  shaft  of  the  motion, 
the  wheels  were  turned  by  connecting-rods.  A  fly-wheel,  also, 
was  fixed  on  the  first  shaft  of  the  engine,  for  the  purpose  of 
preventing  the  noise  of  the  gearing.  The  locomotive  resembled, 
in  external  appearance,  an  omnibus ;  the  body  was  7  feet  2  inches 
long,  and  6  feet  8  inches  wide ;  the  total  length  of  the  frame 
was  iij  feet.  There  were  four  wheels,  coupled,  of  which  the 
axles  were  3  feet  7  inches  apart  between  centres.  The  boiler 
was  of  the  Belleville  type,  ‘‘  inexplodable,”  consisting  of  water- 
tubes  arranged  for  rapid  evaporation,  with  only  the  natural 
draught  of  the  chimney.  It  is  fed  automatically  by  a  donkey- 
engine. 

The  steam  was  slightly  superheated,  and  was  exhausted  into 
a  surface-condenser,  whence  the  remaining  uncondensed  steam 
mixed  with  the  air  is  discharged  into  the  chimney.  The  principle 
of  the  condenser  consisted  in  the  division  of  the  exhaust-steam 
into  a  number  of  jets,  which  drew,  each  by  a  conical  nozzle, 
currents  of  air  to  condense  the  steam.  The  locomotive  weighed 
6  tons,  and  it  carried  a  supply  of  coke  and  water  for  4  or  5  miles. 
It  was  found  that  the  condensation  was  imperfectly  effected  when 
the  atmosphere  was  not  warm  or  dry,  and  in  another  locomotive 


430 


MECHANICAL  LOWER  ON  TRAMWAYS. 


of  the  same  kind,  constructed  subsequently,  the  area  of  the  con¬ 
densing  surface  was  extended  to  five  times  that  of  the  surface  in 
the  first  engine. 

To  facilitate  the  lubrication  of  the  cylinders,  they  were  placed 
horizontally  on  the  platform  near  the  conductor.  The  stoker, 
who  took  his  place  within  the  covering,  attended  to  the  fire  and 
the  water. 


Kohl. 

In  August,  1875,  ^  tramway-locomotive,  constructed  by  Mr.  A. 
Kohl,  a  Danish  engineer,  was  tried  in  Copenhagen,  on  the  tramway 
worked  by  the  American  Omnibus  Company.  It  weighed,  in 
working  order,  upwards  of  5  tons,  and  it  drew  two  American 
tramway- cars  filled  with  passengers. 


Smith  &  Mygind. 

In  December,  1875,  ^  tramway-locomotive,  constructed  by 
Messrs.  Smith  &  Mygind,  of  Copenhagen,  was  put  to  work  on 
the  tramways  of  Copenhagen,  drawing  passenger- cars.  The  boiler, 
according  to  M.  Spec,  was  of  the  locomotive  type,  and  compound 
cylinders  were  employed.  The  exhaust  steam  was  condensed  in 
a  surface-condenser,  holding  a  quantity  of  water  sufficient  to  last 
an  hour. 


Bede. 

MM.  Bede  &  Co.,  Belgium,  constructed  a  fireless  steam  car, 
in  1875,  fo  the  directions  of  the  Societe  Generale  de  Tramways. 
The  reservoirs  consisted  of  four  small  horizontal  cylinders  placed 
under  the  seats,  and  two  upright  cylinders  placed  one  on  each 
side  of  the  car,  enclosed,  and  leaving  a  passage-way  within  the 
car  between  the  first-class  and  second-class  compartments.  The 


BEDE'S  FIRELESS  STEAM  CAR. 


431 


Steam,  disengaged  in  the  upper  part  of  the  upright  cylinders, 
descended  in  a  pipe  through  the  hot  water,  to  the  steam  cylinders. 
There  were  three  steam  cylinders,  4J  inches  in  diameter,  with  a 
stroke  of  14’ 2  inches,  connected  to  a  triple-crank  axle,  with  28-inch 
wheels.  They  were  fitted  with  link-motions.  The  crank-axle 
was  placed  under  the  middle  of  the  car,  which  originally  had  two 
other  axles  with  20-inch  wheels  which  were  loose  on  the  axles. 
One  of  the  pair  of  wheels  was  removed,  and  the  wheels  of  the  other 
pair  were  fixed  on  the  axle.  But  the  wheels  were  not  coupled. 
The  reservoir  contained  50  cubic  feet  of  water  heated  to  365°  F., 
for  an  effective  air-pressure  of  10  atmospheres  or  162  lbs.  per 
square  inch.  The  reserve  of  heat  was  sufficient  to  last  50  minutes 
at  the  ordinary  speed  on  tramways,  with  a  load  of  i‘6o  tons.  The 
car  ran  with  facility  on  curves  of  40  feet  radius,  and  ascended  an 
incline  of  i  in  28,  with  a  pressure  of  44  atmospheres,  or  66  lbs.  per 
square  inch.  The  car  stopped  and  started  quickly  and  without 
shock.  The  exhaust-steam  was  discharged  into  a  chamber  so 
arranged  as  to.  separate  water  from  the  steam,  and  the  sound  of  the 
escaping  steam  was  scarcely  audible.'*' 

It  appeared  that  this  engine  worked  daily  with  regularity  and 
success  in  Belgium.!  The  charging  of  the  reservoir  was  renewed 
every  two  hours,  and  was  done  in  a  quarter  of  an  hour.  The 
cylinders  constituting  the  reservoir  were  covered  with  woven  glass 
and  lagging.  A  tank  was  filled  with  cold  water  for  condensing  the 
exhaust  steam ;  there  were,  it  is  said,  four  horizontal  steam-cylin¬ 
ders,  two  at  each  end,  all  of  which  are  brought  into  action  in 
ascending  the  steepest  incline  already  noted.  The  speed  attained 
was  ten  miles  per  hour,  on  a  level.  Suet  was  used  for  lubrication, 
to  obviate  the  odour  of  oil.  The  sockets  for  the  driving  and  other 
levers  were  in  duplicate,  one  set  at  each  end  of  the  car.  The 
engine  was  about  (September,  1877)  to  undergo  a  few  alterations, 
but  it  was  ultimately  taken  off  the  line  on  account  of  the  excessive 
cost  of  working. 

*  These  particulars  are  borrowed  from  M.  Spee. 

f  The  Foreman  Engineer  and  Draughtsman,  September,  1877, 
page  138. 


43^ 


MECHANICAL  POWER  ON  TRAMWAYS. 


Baldwin. 

Reverting  to  America,  a  steam-car  was  built  at  the  Baldwin 
Locomotive  Works,  in  1875,  experimentally  worked  on 

the  Atlantic  Avenue  Railway  (Tramway)  at  Brooklyn,  for  the 
first  six  months  of  1876.  It  was  run  and  kept  in  order  by  one 
engineer  during  that  time,  consuming  from  7  lbs.  to  8  lbs.  of  coal 
per  mile  run.  Night  and  morning,  it  drew  behind  it  an  additional 
car  with  passengers  from  and  to  New  York.  On  several  occasions 
a  speed  of  16  or  18  miles  per  hour  was  attained  with  it.  In  June, 
1876,  the  steam-car  was  removed  to  Philadelphia,  where  it  was 
worked  on  the  Market  Street  line  till  nearly  the  date  of  closing 
the  Centennial  Exhibition.  The  car  was  constructed  with  steam- 
cylinders  under  the  body,  connected  to  a  cranked  axle,  to  which 
the  fore-wheels  were  coupled.  The  hind-wheels  were  free.  The 
machinery  was  fixed  to  an  iron  bed-plate  bolted  to  the  wooden 
framing  of  the  car.  This  mode  of  construction  was  found  to  be 
objectionable,  as  the  framing  was  not  strong  enough  for  the  pur¬ 
pose,  and  the  crank-axle  was  subject  to  occasional  breakage. 

In  the  end  of  1876,  therefore,  the  steam-car  was  removed  to  the 
works  of  the  Baldwin  Company  to  be  reconstructed.  An  iron 
framework  was  made,  on  which  an  upright  boiler  and  the  machinery 
were  fixed,  independent  of  the  body  of  the  car,  which  was  bolted 
down  to  it ;  and  outside  horizontal  cylinders  were  employed.  In 
this  way  existing  car  stock  could  be  utilised — bolting  down  the 
bodies  to  an  engine-frame  adapted  to  receive  them  and  carry  them. 
The  throttle-valve  was  placed  close  to  the  cylinders — a  good  idea 
— having  the  advantage  of  promptly  stopping  and  starting  the 
engine.  The  car  was  carried  on  rubber  springs,  with  cross  equalis- 
ing-beams ;  the  motion  was  smooth,  free  from  interference  by  the 
action  of  the  machinery.  The  boiler  was  of  steel,  double-riveted, 
and  was  calculated  to  support  with  safety  a  steam-pressure  of 
300  lbs.  per  square  inch.  But  a  pressure  of  90  lbs.  was  sufficient 
to  move  the  loaded  car  over  the  steepest  inclines  on  the  Market 
Street  line,  which  are  about  i  in  22,  without  ever  “stalling”  or 
requiring  assistance.  The  reconstructed  steam-car,  which  was 


BALDWIN  STEAM  CAR, 


433 


named  the  Baldwin,”  was  replaced  on  the  Market  Street  Tram¬ 
way  on  March  21,  1877;  it  worked  regularly  for  four  weeks,  to 
April  18  : — running  88  miles  per  day,  seven  days  in  the  week. 

The  quantity  of  fuel,  coal,  consumed  by  the  steam-car  amounted 
to  4,950  lbs.  in  seven  days,  running  (7  x  88  —)  616  miles  : — at  the 
rate  of  8 ’03  lbs.  per  mile.  The  car  did  not  require  any  repair 
during  the  four  weeks’  run.  The  actual  daily  expenses,  with  esti¬ 
mated  cost  for  maintenance  and  interest,  were  as  folloAvs  :  — 

Baldwin  Steam  Car. 


Cost  of  Rimning  one  Steam-  Car 

one  day. 

Dollars. 

S. 

d. 

Fuel,  88  miles,  at  8  lbs.  per  mile,  equal  to 

704  lbs.,  @  4  dollars  per  ton 

f26  or 

5 

3 

Oil,  waste,  and  tallow  ..... 

•25 

I 

O-J 

Wages  of  engineers,  16  hours  @  25  cents 

4-00 

16 

8 

Repair  and  maintenance  of  car  and  ma- 

chinery  .....  .  . 

i-oo 

4 

2 

Working  cost 

6-51 

27 

Daily  interest  on  cost  of  steam-car,  3,000 

dollars,  or  ^625  @  6  per  cent.,  per  year  . 

'49  - 

2 

od 

Total  cost  per  day  (4d.  per  mile  run) 

6 

0 

29 

2 

The  Baldwin  Company  also  constructed  a  tramway  locomotive, 
having  boilers  and  cylinders  of  the  same  capacity  as  those  of  the 
steam-car,  on  an  iron  frame ;  of  which,  with  water-tanks,  the  total 
weight  was  12,000  lbs.,  or  5-35  tons.  The  whole  of  these  masses 
were  carried  within  the  wheel-base,  so  preventing  rocking  and 
pitching.  A  locomotive  of  this  class  was  constructed  in  1876  for 
the  Citizens’  Railway  of  Baltimore,  of  which  the  maximum  gra¬ 
dients  are  i  in  i4'3.  It  was  capable  of  drawing  one  car  up  the 
incline,  but  it  had  not  sufficient  power  to  take  up  two  cars.  A 
second  engine,  weighing  about  7*2  tons,  was  built  and  delivered  in 
December,  1876.  During  severe  snow-storms  it  ascended  the 
maximum  incline,  drawing  one  car,  with  100  passengers,  when  the 
tracks  were  covered  in  places  with  a  mixture  of  snow  and  dirt  to 


F  F 


434 


MECHANICAL  POWER  ON  'PR  AM  WAYS. 


a  depth  of  8  or  lo  inches.  It  could,  without  difficulty,  draw  a 
loaded  car,  for  taking  which,  otherwise,  four  horses  were  required. 
In  better  weather  the  locomotive  worked  regularly — taking  two 
cars  up  the  incline. 

The  following  is  a  statement,  for  comparison,  of  the  cost  of 
running  horse  cars,  based  on  the  reports  of  various  tramway  com.- 
panies  in  Philadelphia  : — 

Horse  Cars  in  Philadelphia. 

Cost  of  Riiniivig  one  T'iuo-Ho7'se  Ca?‘  one  day. 

£  s.  d. 

First  cost  of  one  car,  i,ooo  dollars,  or  .  .  .  258  6  8 

Ditto  9  horses,  @  140  dollars,  or  ^29  3s.  qd.  262  10  o 

s.  d. 

Feed  and  stable  expenses  (feed,  straw,  hostlers,  stable 


boss,  medicines),  of  9  horses,  (a)  46  cents,  or  is.  iid.  17  3 

Shoeing  of  9  horses,  @  6  cents,  or  3d.  .  .  .  .  23 

Maintenance  of  harness  of  9  horses,  (a)  2  cents,  or  id.  o  9 
Maintenance  of  9  horses,  @  33  J  per  cent,  per  year,  for 
depreciation,  equivalent  per  day  for  9  horses  to  .  .  4 

Maintenance  of  car  .  .  .  .  .  .  .  .  18 

Wages  of  driver  ........  7  3^ 

Daily  interest  on  cost  of  car  and  9  horses,  @  6  per  cent. 

per  year . 16^ 


Total  .  .  .  35  64 


Compared  with  this  amount,  the  cost  of  running  a  steam  car, 
before  estimated  at  29s.  2d.  per  day,  shows  a  difference  of  6s.  qld. 
per  day,  or  18  per  cent,  in  reduction  on  the  cost  for  horse-power. 


Ransom. 

Mr.  Louis  Ransom’s  steam  car  is  so  constructed  that  the 
machinery  may  be  readily  adapted  to  existing  cars.  A  double¬ 
crank  axle  with  driving-wheels  for  inside  cylinders,  is  substituted 
for  one  pair  of  ordinary  wheels,  and  the  machinery  is  placed 
horizontally  under  the  floor.  The  two  cylinders  are  cast  in  one 


RANSOArS  STEAAI  CAR, 


435 


piece,  connected  to  the  driving  axle  by  means  of  three  bars,  which 
have  bearings  on  the  axle,  and  form  the  framing  of  the  engine. 

The  valve-gear  consists  of  a  rocking  expansion-link,  vibrating  on 
a  pivot  at  the  middle,  and  worked  by  two  eccentrics.  The  valve- 
spindle  is  connected  to  the  expansion-link  by  a  radius-link,  which 
is  shifted  vertically  for  reversing  and  for  varying  the  degree  of 
expansion.  The  forward  end  of  the  engine-frame,  at  the  cylinders, 
is  supported  by  a  loop  pinned  to  the  bottom  of  the  body.  By  this 
arrangement  the  engine  is  suspended  on  three  points,  and  is  easily 
removed  for  the  purpose  of  repair.  Light  repairs  may  be  made  by 
merely  detaching  the  fore-end  of  the  frame  from  the  body,  and 
letting  it  hang  from  the  crank-axle.  The  machinery  is  accessible 
for  general  purposes  through  trap-doors  in  the  floor.  It  is  enclosed 
in  a  casing  made  so  perfectly  dust-tight  that  even  after  having  run 
all  day  through  dusty  streets  the  engine  is  free  from  dust,  and  is 
actually  covered  with  drops  of  water,  being  the  slight  quantity  of 
steam  condensed  which  escapes  from  the  stuffing-boxes.  The 
boiler  is  placed  a  little  forward  of  the  front  axle ;  the  water-tank 
is  under  the  floor  at  the  rear  end ;  the  body — for  passengers — is 
nearly  equally  divided  forward  and  aft  of  the  hind  axle.  To  quell 
the  noise  of  the  exhaust-steam,  the  steam  is  passed  through  a 
muffler,  consisting  of  a  box  filled  with  balls  or  pebbles. 

The  body  of  the  car  is  i6  feet  long,  having  seats  for  22  passen¬ 
gers.  The  length  of  wheel-base  is  7  feet — longer  than  what  is 
customary,  but  the  car  runs  by  so  much  the  more  steadily.  It  is 
said  that  there  is  less  ieter  in  passing  over  rough  or  uneven  places 
in  the  line,  although  the  resistance  on  curves  is  greater  than  with 
a  shorter  base.  The  cylinders  are  5^  inches  in  diameter,  with  a 
stroke  of  14  inches.  The  boiler  is  upright,  3  feet  i  inch  in 
diameter,  and  4  feet  8  inches  high,  made  of  one  sheet  of  No.  i 
charcoal  hammered  iron;  it  contains  300  upright  flue -tubes, 
inches  in  diameter,  and  12  inches  long,  making  up  a  heating 
surface  of  116  square  feet,  for  a  grate-area  of  6}j  square  feet.  The 
pressure  in  the  boiler  is  120  lbs.  per  square  inch;  the  testing  pres¬ 
sure  was  200  lbs.  The  steam-room  has  26  times  the  capacity  of 
one  cylinder  of  the  engine.  The  car  is  fitted  with  a  steam  brake, 


F  F  2 


436 


MECHANICAL  POWER  ON  TRAMWAYS. 


having  a  q^linder  gi  inches  in  diameter,,  with  a  stroke  of  8  inches ; 
the  piston-rod  is  extended  with  a  rack,  gearing  into  a  toothed 
sector  linked  to  knuckle-jointed  levers,  by  which  the  brake-blocks 
are  forced  against  the  inner  edges  of  the  wheels.  The  steam-valve 
for  the  brake  is  thrown  open  by  the  same  movement  which  closes 
the  regulator. 

In  January,  1876,  one  of  the  Ransom  steam  cars,  constructed 
l)y  Messrs.  Gilbert,  Bush  &  Co.,  Troy,  N.Y.,  was  placed  on 
the  Coney  Island  Railroad,  4^  miles  in  length,  where  it  ran 
81  miles  per  day  for  five  months.  The  double  trip  of  nine  miles 
was  made  in  40  minutes,  at  a  gross  average  speed  of  13^  miles  per 
hour.  After  each  double  trip,  the  steam-car  was  at  rest  for  50 
minutes.  The  quantity  of  coal  consumed  per  day,  as  fuel,  amounted 
to  600  lbs.  per  day  ;  equivalent  to  7*4  lbs.  per  mile  run.  The  total 
cost  for  running  81  miles  per  day  was  estimated  at  8 ’31  dollars,  or 
34s.  7^d.  per  day — at  the  rate  of  5*13  pence  per  mile  run.  The 
engine  was  sold,  and  went  to  work  on  the  Onondaga  Valley  Road, 
Syracuse,  N.Y. 

Six  Ransom  steam  cars  were  placed  on  the  Market  Street  line, 
Philadelphia,  on  March  21,  1877,  to  v/ork  on  the  Baring  Street 
branch,  on  which  the  maximum  inclines  are  at  the  rate  of  i  in  22, 
with  many  curves.  Though  seated  for  20  passengers,  these  cars 
have  frequently  carried  50  passengers.  Some  difficulties  have  been 
encountered  in  running  the  cars,  which  appear  to  have  been 
scarcely  able  to  cope  with  the  gradients  and  curves  of  the  Baring 
Street  branch.  In  Mr.  Ransom’s  opinion,  the  engine  should  have 
had  7 -inch  cylinders  for  this  traffic.  Besides,  the  “peculiar  greasy 
mud  ”  of  the  city  causes  the  ordinary  chilled  cast-iron  driving- 
Avheels  to  slip,  a  defect  which  Mr.  Ransom  proposed  to  remedy  by 
the  substitution  of  tyres  of  steel  for  the  driving-wheels.'"' 

*  The  above  particulars  of  the  performances  of  the  Baldwin  steam 
car  and  the  Ransom  steam  car  are  drawn  from  the  reports  of  the 
Secretary  of  the  Franklin  Institute  upon  “  Steam  on  Street  Rail¬ 
ways,”  published  in  T/ie  yoitr7'ial  of  the  Franklin  Institute,  June 
and  July,  1877. 


CHAPTER  II. 

CURRENT  FRACIICE  IN  THE  EMPLOYMENT  OF 

STEAM  POWER. 

Merryweather. 

Messrs.  Merryweather  &  Sons  were  early  engaged  in  the 
design  and  manufacture  of  tramway-engines.  It  has  already  been 
noted  that  this  firm  constructed  the  machinery  for  the  first  steam-car 
made  for  tramways  in  England,  in  1872,  to  the  designs  of  Mr, 
Grantham.  They  secured  their  first  patent  for  tramway-engines 
of  their  own  design  in  April,  1875.  The  first  engines  on  this 
system  constructed  by  them,  were  to  the  order  of  Mr.  G.  P. 
Harding,  for  working  the  line  of  tramv/ays  in  aris,  4^  miles  long, 
between  the  Bastille  and  the  Mont  Parnasse  railway  station.  The 
first  of  these  was  started  about  the  month  of  November,  1875,  and 
in  January,  1878,  thirty-six  of  Messrs.  Merryweather’s  engines 
were  regularly  at  work  on  that  line.  There  were  also  ten  of  their 
engines  on  the  line  from  the  Bastille  to  St.  Mande'.  Many 
improvements,  naturally,  have  been  made  in  the  design  and  con¬ 
struction  of  the  engines.  In  the  earliest  engines,  a  portion  of  the 
exhaust-steam  was  discharged  into  the  ash-pan  and  passed  through 
the  fire,  that  it  might  be  superheated,  and,  mixing  with  the 
remaining  portion  discharged  direct  into  the  chimney,  reduce  the 
visibility  of  the  escaping  steam. 

In  their  later  designs,  Messrs.  Merryweather  disposed  of  the 
exhaust-steam  by  means  of  an  “  auto-absorbing  ”  apparatus — a 


438 


MECHANICAL  POWER  ON  TRAMWAYS. 


simple  arrangement  in  which  the  steam  was  condensed  by  cold 
water. 

Messrs.  Merry  weather  &  Sons  construct  three  classes  of  steam 
locomotives  for  tramways  : — 

1.  Cylinders,  6  inches  diameter;  stroke,  9  inches  ;  wheels,  2  feet. 
Weight,  empty,  3^  tons  ;  in  working  order,  4  tons. 

2.  Cylinders,  7  inches  diameter;  stroke,  ii  inches  ;  wheels,  2  feet. 
Weight,  empty,  5‘4  tons  ;  in  working  order,  6  to  tons. 

3.  Cylinders,  71^  inches  diameter ;  stroke,  12  inches;  wheels,  2  feet. 
Weight,  empty,  6^  tons  ;  in  working  order,  7A-  to  8  tons. 

The  working  pressure  in  the  boiler  is  8  atmospheres,  or  nomi¬ 
nally  120  lbs.  per  square  inch.  The  guaranteed  maximum  perfor¬ 
mances  are  respectively  as  follows  : — 

1.  To  draw  i  loaded  car,  weighing  7  tons,  up  an  incline  of  i  in  30. 

2.  To  draw  i  loaded  car,  weighing  7  tons,  up  an  incline  of  i  in  18  ; 
or  2  loaded  cars,  weighing  14  tons,  up  an  incline  of  i  in  30. 

3.  To  draw  2  loaded  cars,  weighing  14  tons,  up  an  incline  of  i  in 
16  ;  or  3  loaded  cars,  weighing  21  tons,  up  an  incline  of  i  in  20. 

Engines  of  the  third  class  have  taken  three  cars  up  an  incline  of 
I  in  18,  at  regular  work. 

The  tramway  locomotives  of  Messrs.  Merry  weather  &  Sons, 
worked  on  the  Southern  Tramways  of  Paris,  thirty-six  in  number, 
had,  as  already  mentioned,  two  cylinders,  6  inches  in  diameter, 
with  a  stroke  of  9  inches.  The  cylinders  are  horizontal,  inside 
the  framing,  and  connected  to  cranks  on  the  driving-axle.  There 
are  two  pairs  of  driving-wheels  of  cast  steel,  coupled,  2  feet  in 
diameter,  4  feet  7  inches  apart  between  centres  of  axles.  The 
blast-orifice  is  annular  in  form,  and  has  an  area  of  i  square 
inch,  being  about  1-2 8th  of  the  area  of  the  pistons.  The  length 
of  the  frame  is  about  8  feet,  and  the  width  is  6  feet.  Over  the 
buffers,  which  are  central,  the  extreme  length  is  about  8  feet  10 
inches.  The  load  is  carried  by  a  pair  of  helical  springs  over  each 
journal.  The  buffing  and  draw-springs,  of  india-rubber,  at  each 
end,  are  well  connected  to  the  frame,  the  attachment  having  been 
taken  as  near  to  the  centre  of  the  machine  as  was  conveniently 


MER  R  YIVEA  THER  'S  LO  COMO  TIRES. 


439 


practicable.  A  close-laid  draw-pin  eases  the  traction  very  much, 
compared  with  a  distant  draw-pin.  The  engine  is  braked  by  cast- 
iron  blocks,  applied  one  to  each  wheel.  The  whole  machine  is 
enclosed  in  a  large  wooden  box,  made  like  a  short  tramway-car, 
having  several  windows.  The  fire-box  is  2  feet  wide,  and  i  foot 
6  inches  long.  The  barrel  of  the  boiler  is  2  feet  9  inches  long, 
and  2  feet  3  inches  in  diameter;  it  contains  65  fliie-tubes,  if  inches 
in  diameter,  and  3  feet  long : — 

Scjuare  feet. 

Heating  surface  in  fire-box  ....  i6'o 
Do.  do.  tubes  ....  89*3 


Total  .  .  .  . 

Area  of  fire-grate  .  .  .  . 

Ratio  of  grate  to  heating  surface, 


•  105-3 

3 

fo  35- 


'Fhe  pressure  in  the  boiler  is  nominally  8  atmospheres,  or  120 
lbs.  per  square  inch  ;  but  the  working  pressure  usually  maintained 
is  6  atmospheres,  or  90  lbs.  per  square  inch.  The  steam  is  cut  off 
in  the  cylinders  at  from  i-qth  to  3-4ths  of  the  stroke.  The 
length  of  the  journey  is  4  miles,  between  the  Bastille  and  the  Gare 
de  Mont  Parnasse,  on  which  the  maximum  incline  has  a  gradient 
of  I  in  50,  whilst  there  are  long  inclines  of  from  i  in  60  to  i  in  70. 
The  speed  is  limited  by  law  to  9  kilometres,  or  a  little  over  54 
miles  per  hour;  but  it  occasionally  rises  to  14  or  15  miles  per 
hour,  and  the  average  speed,  including  stoppages,  is  84  miles  per 
hour.  The  weight  of  the  engine,  empty,  is  3^  tons;  with  coke 
and  water,  4  tons.  It  draws  a  car  which,  when  loaded,  weighs 
7  tons ;  and  it  can  ascend  the  inclines  with  its  load,  and  keep 
time,  with  a  pressure  in  the  boiler  of  90  lbs.  per  square  inch.  The 
fuel  (coke)  consumed  per  day,  amounts  to  550  lbs.  for  a  total  dis¬ 
tance  run  of  100  miles: — at  the  rate  of  54  lbs.  per  mile.  The 
combustion  of  the  fuel  proceeds  at  a  comparatively  low  rate.  Sup¬ 
posing  that  the  average  actual  speed  while  running  is  10  miles  per 
hour,  the  quantity  of  coke  consumed  per  hour  would  be  (10  x  5*5 
=  )  55  lbs.,  equivalent  to  (55  -f-  3  =)  184  lbs.  per  square  foot  of 
grate.  In  the  ordinary  practice  of  locomotives  on  railways,  the 


440 


MECHANICAL  POWER  ON  TRAMWAYS. 


quantity  of  fuel  consumed  per  square  foot  of  grate  per  hour  amounts 
to  three  or  four  times  as  much.  The  comparatively  low  rate  in  the 
Merryweather  engine  is  easily  accounted  for  by  the  comparatively 
low  speed,  and  the  reduced  blast  and  draught  which  are  required 
for  the  generation  of  steam.  It  is  true,  the  area  of  the  blast-orifice 
is  contracted  to  i-28th  of  that  of  the  pistons,  which  is  a  very  small 
fraction,  and  would  cause  great  back-pressure  on  the  pistons  if  the 
engine  travelled  at  a  high  speed.  But  it  is  to  be  obseiwed  that  the 
pistons  travel  at  a  comparatively  low  speed.  The  wheels,  2  feet 
in  diameter,  and  6‘28  feet  in  circumference,  make  (5,280  -r-  6‘28  =) 
841  turns  in  a  mile,  or  in  (60  -r-  10  =)  six  minutes  of  time,  when 
the  speed  is  ten  miles  per  hour.  The  number  of  turns  per  minute 
is,  then  (841  6  — )  140  ;  and,  as  the  double  stroke  of  the  piston 

is  (9  X  2  — )  18  inches,  or  i’5  feet,  the  speed  of  the  pistons  is 
only  (140  X  I ’5  — )  210  feet  per  minute. 

The  engines,  more  recently  constructed,  for  the  tramway  from 
the  Bastille  to  St.  Maude,  are  more  powerful  than  those  just 
described.  They  have  7-inch  cylinders,  with  a  stroke  of  ii  inches, 
and  2 -feet  wheels.  The  fire-box  is  2  feet  2  inches  by  2  feet, 
having  an  area  of  4*33  square  feet  of  grate.  The  fire-box  surface 
is  24*5  square  feet;  there  are  79  flue-tubes,  i|-  inches  in  diameter 
outside,  and  3  feet  6  inches  long,  giving  126-6  square  feet  of 
heating  surface.  The  total  heating  surface  is  151*1  square  feet, 
and  it  amounts  to  35  times  the  area  of  grate.  The  diameter  of 
the  barrel  of  the  boiler  is  2  feet  6  inches;  the  length  of  the 
engine,  over  all,  is  6  feet  7  inches,  and  the  length  of  the  wheel¬ 
base  is  4  feet  6  inches. 

Additional  engines  of  equal  power  have  been  constructed  for 
other  lines  of  tramway  in  Paris. 

The  locomotives  constructed  for  the  tramway  from  Barcelona 
to  St.  Andres,  on  a  1 -metre  gauge,  have  6-inch  cylinders,  with  a 
stroke  of  9  inches,  and  four  2 -feet  wheels,  coupled.  The  fire-grate 
has  3  square  feet  of  area.  The  barrel  of  the  boiler  is  27  inches  in 
diameter  ;  and  there  are  96  flue-tubes,  i§  inches  in  diameter,  and 
3  feet  in  length.  The  heating  surface  of  the  fire-box  is  16  square 
feet,  of  the  tubes  102*7  square  feet,  total  surface  118*7  square  feet. 


MERR  YIVEA  TIIER 'S  LO COMO T1 VES. 


441 

A  tank  to  hold  a  supply  of  cold  water,  300  gallons,  for  condensing 
the  steam,  is  placed  overhead.  The  exhaust-steam  is  discharged 
from  the  cylinders  into  an  apparatus  like  an  ejector,  in  the  lower 
part  of  the  engine,  to  which  the  water  is  conducted  from  the  tank, 
where  it  meets  and  condenses  the  exhaust  steam,  and  whence  it 
returns  by  a  return-pipe  to  the  tank.  The  water,  of  course,  becomes 
gradually  heated,  but  the  condensation  of  the  steam  is  effective,  and 
there  is  no  appearance  of  escaping  steam  until  the  temperature  of 
the  water  arrives  near  the  boiling  point.  Possessing  so  wide  a 
range  of  effective  action,  a  tankful  of  cold  water  lasts  good,  for 
condensing  the  exhaust-steam,  for  two  hours,  over  a  distance  of 
more  than  10  miles.  The  distance  to  be  run  before  the  water  can 
be  heated,  from,  say,  60°  F.  to,  say,  180°  F.,  is  easily  determined. 

The  quantity  of  fuel  consumed  per  mile  is  5  lbs.,  evaporating, 
say,  7  lbs.  of  water  per  lb.  of  fuel.  The  quantity  of  steam  generated 
per  mile  would  be  (5  x  7  =)  35  lbs.,  exhausted  at,  say,  a  pressure 
of  3  ibs.  per  square  inch.  The  total  heat  of  i  lb.  of  steam  of  3 
lbs.  effective  pressure  per  square  inch  is  1,117  units,  reckoned  from 
a  temperature  of  62°  F.,  or  967  units,  reckoned  from  212°.  The 
mean  total  heat  per  pound  of  steam  to  be  extracted  by  condensa¬ 
tion  is  (i 1 17  -p  967)  -r-  2  r=)  1,042  units.  Each  pound  of  con¬ 
densing  water  absorbs  (180  —  62  —)  118  units  of  heat,  when 
heated  from  62°  to  180°;  and,  to  condense  i  lb.  of  steam,  the 
quantity  of  water  required  is  (1042  -^118  =)  8*8  lbs.  The  total 
weight  of  water  in  the  tank  is  (300  gallons  X  10  r=)  3,000  lbs.  ; 
and  (3000  ^  8’8  =r)  341  lbs.  of  steam,  is  the  total  quantity  that 
may  be  condensed  by  the  store  of  condensing  water.  As  35 
lbs.  of  steam  is  consumed  per  mile,  the  supply  of  condensing 
water  would  last  for  (341  35  ~)  10  miles,  equivalent  to  30 

gallons  per  mile— a  result  of  calculation  which  agrees  with  the 
results  of  practice. 

For  occasional  use,  a  blast-pipe  is  adopted  for  exhausting  the 
steam  into  the  chimney  ;  it  is  fitted  with  the  means  of  contracting 
the  area  of  the  orifice,  by  a  conical  plug  with  a  rack-and-pinion 
movement.  A  steam-jet  is  also  available  at  will,  by  a  nozzle 
placed  concentrically  within  the  blast-pipe.  Two  truncated  cones 


442 


MECHANICAL  POWER  ON  TRAMWAYS. 


are  placed  one  above  the  other,  over  the  blast-pipe  and  below  the 
chimney,  through  which  the  blast  is  directed  upwards.  They  are 
useful  in  inducing  the  draught  from  the  lower  rows  of  flue-tubes,  as 
well  as  from  the  upper  rows  ;  and  they  assist  the  absorption  of  the 
exhaust  steam  by  the  hot  air,  whereby,  except  in  very  cold  weather, 
it  issues  from  the  chimney  invisible  ;  so  far  dispensing  with  the 
use  of  the  water-condenser. 

The  Barcelona  Tramway  was  opened  in  November,  1877.  The 
engines  each  take  two  loaded  cars  up  inclines  of  i  in  30.  The 
additional  engines  supplied  by  the  same  makers  have  cylinders 
7  inches  in  diameter,  of  the  same  power  as  the  later  engines 
constructed  for  the  Paris  Tramways.  They  weigh,  empty, 
7J  tons. 

The  engines  each  run  about  90  miles  per  day,  from  5  a.m.  till 
9  P.M.  Each  train  consisted  of  two  second-class  cars  and  one  first- 
class  car.  The  engine  stock  consists  of  five,  having  6-inch  cylin¬ 
ders,  already  described  and  illustrated ;  and  five  others  having 
7 -inch  cylinders  with  ii  inches  of  stroke,  weighing,  empty,  about 
7^  tons.  Don  Alejo  Soujal,  the  chief  director  of  the  line,  is 
about  to  construct  other  tramways,  which,  in  view  of  the  success 
of  the  Barcelona  line,  will  be  worked  by  steam  power. 

Merryweather's  Latest  Condensing  Tramzvay  Locomotive. — This 
engine  is  constructed  for  a  gauge  of  4  feet  8^  inches,  and  is 
fitted  with  two  7^-inch  cylinders  inside  the  longitudinal  frame- 
plates.  It  has  two  pairs  of  28-inch  wheels,  coupled,  on  a  base 
5  feet  long.  The  cylinders  are  inclined  to  clear  the  coupled  axle, 
and  they  are  fitted  with  the  ordinary  shifting  link  motion,  with 
reversing  gear  at  each  end  of  the  engine.  The  boiler  is  of  the 
locomotive  type,  of  mild  steel,  with  a  copper  fire-box  2  feet 
inches  square,  and  85  brass  tubes  if  inches  in  diameter  outside, 
4  feet  long.  The  heating  surface  is  181  square  feet.  The  work¬ 
ing  pressure  is  150  lbs.  per  square  inch.  The  ash-pan  is  specially 
designed  to  prevent  the  dropping  of  cinders  or  the  showing  of  fire. 
It  can  be  easily  cleaned  out  when  required.  The  ash-pan  damper 
can  be  worked  from  either  end  of  the  engine.  The  wheels  are 
of  steel,  fitted  with  rolled  steel  tyres  secured  by  screws.  The 


AIERR  YJVEA  THERMS  LO COMO 77 FES. 


443 


exhaust  steam  is  condensed  in  an  air-condenser,  consisting  of  404 
thin  I -inch  copper  tubes,  laid  in  three  double  tiers,  5  feet  10  inches 
long,  making  617  square  feet  of  condensing  surface,  transversely 
over  the  roof.  These  are  fastened  by  ferrules  at  each  end  to  longi¬ 
tudinal  copper  passages  or  ducts,  into  which  the  exhaust  steam  is 
discharged,  and  from  which  the  steam  is  free  to  pass  into  the 
transverse  tubes.  The  ducts  are  divided  by  internal  partitions  into 
sections  in  order  to  direct  the  flow  of  steam  alternately  from  one 
side  to  the  other. 

In  order  to  fulfil  the  conditions  laid  down  by  the  Board  of  Trade 
a  centrifugal  governor  is  employed,  driven  by  gearing  direct  from 
the  driving-axle,  by  the  action  of  which  the  throttle-valve  is  closed 
when  the  speed  exceeds  8  miles  per  hour.  Should  the  speed  in¬ 
crease,  nevertheless,  a  small  steam-valve  opens  automatically  for 
steam  to  the  break-cylinders,  by  which  the  break  is  applied. 
AVhen  the  speed  is  reduced  below  the  assigned  limit  the  break  is 
thrown  off.  The  steam  break  can  also  be  applied  by  the  driver’s 
foot  on  a  treadle.  All  hand-gear  is  in  duplicate,  being  at  each 
end  of  the  foot-plate. 

The  engine,  empty,  weighs  about  8  tons,  and  with  water  and 
fuel  about  9  tons.  The  engine,  it  is  stated,  can  take,  in  ordinary 
working,  80  passengers  on  an  incline  of  i  in  20. 

Cassel,  Guernsey.,  and  IVe/ling/on,  N.Z. — The  engines  of  the 
Cassel  Tramway,  opened  in  August,  1877,  were  supplied  by 
Messrs.  Merryweather  &  Sons.  They  were  constructed  with 
72-inch  cylinders,  having  12  inches  of  stroke.  They  draw  three 
loaded  cars  and  one  luggage  truck  over  the  road,  on  which  the 
inclines  are  severe;  some  of  them  equal  to  i  in  16. 

The  Guernsey  Steam  Tramway,  to  connect  the  town  of  Guern¬ 
sey  with  the  town  and  harbour  of  St.  Peter  Port,  and  St.  Samp¬ 
son's,  was  opened  in  1878.  It  is  about  3  miles  long,  constructed 
to  a  gauge  of  4  feet  8^  inches,  having  a  ruling  gradient  of  i  in  32, 
with  curves  of  which  the  quickest  is  of  50  feet  radius.  The  line 
is  worked  by  Merryweather  engines,  having  7 -inch  cylinders. 
Each  engine  on  duty  runs  72  miles  daily;  but  on  Saturdays  88 
miles.  The  train  consists  of  2  cars,  first  and  second  class,  and 


444 


MECHANICAL  POWER  ON  TRAMWAYS, 


one  luggage  truck,  except  in  the  morning  and  evening,  when  one 
extra  car  is  attached  for  workmen. 

The  first  tramways  in  New  Zealand  were  opened  in  February, 
1S78,  at  Wellington.  The  locomotives,  supplied  by  Messrs. 
Merryweather  &  Sons,  have  7 -inch  cylinders,  with  an  ii-inch 
stroke.  The  gauge  is  3  feet  6  inches. 


Merryweather. — Rouen  Tramways. 

Of  the  Merryweather  tramway  engines  that  were  at  work  on 
the  Southern  Tramways  of  Paris,  at  the  time  of  Mr.  Harding’s 
contract,  in  1878,  10  engines  were  translated  to  the  Rouen 
Tramways,  the  engine-stock  of  which  lines  was  in  1881  as 
follows : — 


Engines. 

Cylinders. 

Wheels. 

Weight 

emptj'. 

6,  Merryweather  &  Co. 

Inches  Inches 

6  X  9 

Feet. 

2 

Tons. 

4,  Merryweather  &  Co. 

7x11 

2 

6,  Fox,  Walker  &:  Co.  . 

8X12 

Z  0 

7 

I,  Fox,  Walker  &  Co.  (6  wheels) 
6,  Compagnie  de  Fives-Lille 

7x10 

ol 

•> 

6 

7x11 

2 

5f 

All  of  these  engines,  excepting  three  from  the  Fives-Lille 
Company,  had  done  service  on  the  Southern  Tramways  of  Paris 
at  the  time  of  Mr.  Harding’s  contract.  There  were  17  engines 
on  the  working  list,  of  which  13  usually  were  in  working  order, 
and  4  under  repair. 

The  ruling  gradient  on  the  Rouen  Tramways  is  i  in  20,  at  one 
end  of  the  line,  on  a  very  sharp  curve  at  the  commencement. 
There  are  also  a  long  incline  averaging  i  in  40,  and  other  inclines. 
The  average  number  of  miles  run  per  day  per  engine  on  duty  is 
56  miles.  The  speed  is  fixed  at  5  miles  per  hour  within  the  town, 
and  8  miles  per  hour  outside.  This  speed  is  frequently  exceeded, 
as  the  line  is  single,  with  passing  places,  and  time  must  be  kept. 


MERR  VIVE  A  THERMS  LOCOMOTIVES. 


445 


The  working  pressure  varies  from  8  to  lo  atmospheres,  and  the 
engines  are  non-condensing.  The  running  expenses  for  locomo¬ 
tive-power  per  mile  run  (March,  i88i),  were  as  follows  :  — 

Pence. 

Coke,  5 ‘360  kilogrammes,  or  1 1  -8  lbs.  @  28|-  francs  per  ton  1-53 
Oil,  '087  kilogramme,  or  ’ig  lb.  @  85  francs  per  100  kilos  .  -73 

Tallow,  -013  kilogram.me,  or  ‘0286  lb.  @  100  francs  per  100 
kilos  .  .  .  .  .  .  .  .  .  •  '13 

Waste,  water,  anti-corrosive  fluid,  trimmings,  circ.  .  .  *16 


Stores  consumed  for  depot  and  reserve  engines,  coke,  fire¬ 
wood  for  lighting  up,  packing,  trimmings,  &c.  .  .  -36 

Stores  .......  2‘gi 

Wages  of  drivers  (5s.  per  day),  firemen  (3s.  4d.  per  day), 

night  cleaners,  and  fitters,  yard  men  and  foremen  .  .2*20 

Running  expenses  .  .  .  .  .  5*ir 

Repairs  of  engines, — wages  (i'68d.)  and  stores  (i'33d.)  .  3-01 

Total  working  cost,  per  mile  run  .  .  8'12 

Mr.  J.  Arthur  Wright,  the  Engineer  and  General  Manager  of 
the  Rouen  Tramways,  who  supplied  the  foregoing  statement  of 
cost,  explained  that  the  comparatively  large  item  for  repairs  of 
engines,  3*0 id.  per  mile  run,  may,  by  alterations  he  is  making  in 
some  of  the  engines, — stiffening  the  framing,  and  enlarging  the 
working  bearings,  &c. — be  eventually  reduced  to  from  ijd.  to  i^d. 
per  mile  run,  which  is  about  what  the  best  of  the  Merryweather 
engines  are  costing.  The  total  working  cost  for  engine-power 
would  then  amount  to  from  6Jd.  to  yd.  per  mile  run.  In  1880, 
the  cost  for  repairs  to  engines  varied  from  2'49d.  in  July,  to 
3'65d.  in  December. 

Although  the  average  mileage  run  by  engines  has  been  taken  at 
56  miles-run  per  day,  the  following  for  three  recent  months  give 
higher  averages : — 


February,  1881 

Eng-’me- 
d  t  vs. 

.  209  = 

Per 

diein. 

7-46 

]\Iiles 

run. 

12,816 

Per  engine 
per  day. 

61*32 

March  ,, 

.  224  = 

7-22 

15.056 

67*21 

April  ,, 

.  267  = 

8*96 

15.565 

57-85 

44^ 


MECHANICAL  POWER  ON  TRAMWAYS, 


The  consuQiption  of  coke  by  engines,  at  the  same  time,  was  : — 

February,  1881  .  .  818  lbs.  =  i3’35  lbs.  per  mile  run. 

March  ,,  .  .  785  ,,  =  1170  „ 

April  ,,  .  .  649  ,,  =  1 1  *00  ,, 

For  regular  service,  there  are  8  engines  in  steam  on  week-days, 
of  which  6  are  on  active  duty,  and  2  in  reserve  as  relief  engines. 
On  Sundays  and  holidays,  there  are  ii  engines  in  steam.  On 
week-days,  the  average  number  of  hours  on  duty  with  trains, 
is  10  hours  8  minutes;  and  in  steam,  12  hours  40  minutes.  On 
week-days,  one  car  ordinarily  is  run  as  a  train,  weighing  from 
2  tons  18  cwt.  to  3  tons  empty,  or,  with  46  passengers,  an  average 
of  6  tons  7  cwt.  gross.  Twice  a  day,  two  cars  are  run  for  workmen’s 
trains;  and  on  Sundays  also:  making  a  load  of  12^  tons  gross, 
which  is  as  much  as  the  engines  can  do  on  the  heavier  inclines. 

Assuming  that  the  general  average  weight  of  the  train  is 
yi  tons,  and  of  the  engine  with  fuel  and  water  6h  tons ;  the  gross 
average  weight  moved  would  be  14  tons  for  each  engine;  and 
the  fuel,  1 1 ’8  lbs.  consumed  per  mile,  would  average  ‘85  lb.  per 
ton-gross  per  mile. 


Merryweather. — Dewsbury,  Batley,  and  Birstal  Tramway. 

The  Dewsbury,  Batley,  and  Birstal  Tramway,  already  described, 
is  made  with  an  easy  falling  gradient  of  about  i  in  200,  from 
Birstal  to  Dewsbury.  It  is  worked  with  Merryweather  engines, 
condensing,  having  6i-inch  cylinders,  with  a  lo-inch  stroke,  and 
four  coupled  wheels,  2  feet  2  inches  in  diameter. 

The  Batley  Engines  are  illustrated  by  Figs.  291  to  294.  The 
cylinders  are  placed  inside  the  framing,  and  are  joined  together 
at  the  middle,  where  they  form  the  valve-chest,  whilst  a  saddle  is 
placed  on  each  half,  for  the  purpose  of  supporting  the  boiler  at 
the  smoke-box.  The  guide-bars  are  of  steel,  the  crosshead  is  of 
cast  steel,  and  the  crosshead-slippers  are  of  cast  iron,  having 
large  wearing  surfaces.  The  guide-bars  are  supported  by  a  cross 


MERR  YWEA  THERMS  L  OCOMOTIVES.  447 

plate,  which  they  considerably  overhang  in  the  direction  of  the 


(( 

(  1-®  '  ■  I'l 

-  -:r-- — 

FiG.  291.  Tramway  Locomotive,  by  Meiryweather  Sons,  for  the  Dewsbury,  Bailey, 
and  Birstal  Tramways. — Longitudinal  Section.  Scale 


fire-box.  The  guides  for  the  valve-spindles  are  carried  by  the 


448  MECHANICAL  POWER  ON  TRAMWAYS. 

same  plate.  The  link-motion  is  of  the  ordinary  shifting-link 
type.  The  excentrics  and  hoops  are  of  cast  iron.  The  coupling- 
rods  are  made  with  solid  ends,  having  phosphor-bronze  bushes. 
All  the  oil-cups  are  forged  or  cast  solid  on  the  moving  parts. 


Fig.  292.  Merryweather’s  Engine. — Transverse  Section.  Scale  3k-. 

The  wheels  and  axles  are  of  steel,  the  crank-pins  in  the  wheels 
are  casehardened.  The  brake  is  applied  to  all  the  wheels.  The 
boiler  is  of  the  usual  locomotive  type,  of  Lowmoor  iron  throughout. 


MERR  YJVEA  THER'S  LOCOMOTIVES. 


449 


double-riveted  in  the  longitudinal  seam.  It  is  fed  by  a  feed-pump 
driven  by  a  special  excentric,  and  by  Giffard’s  injector. 


Fig.  293.  Merryvveather’s  Engine. — Plan  above  foot-plate.  Scale 


The  whole  of  the  engine-work  has  been  made  of  unusual 


450 


MECHANICAL  POWER  ON  TRAMWAYS, 


Strength,  in  order  to  provide  for  wear  and  tear  by  dirt,  dust,  and 
rough  usage. 


Fig.  294.  Merryweather’s  Engine. — Plan  below  foot-plate.  Scale  3^-. 
The  feed-tank,  holding  100  gallons,  is  placed  in  front  of  the 


MERR  Y  I'VE  A  THERMS  L  O  COMO  TIVES. 


451 


smoke-box.  A  fender-plate  is  fixed  at  each  end  of  the  engine, 
to  remove  obstructions,  and  to  obviate  any  chance  of  running 
over  any  person.  Plates  are  also  run  along  each  side  to  conceal 
the  wheels  and  the  coupling-rods.  The  whole  of  the  work  is 
enclosed  in  a  cab  or  casing  of  sheet-iron  on  angle-iron  framing, 
12  feet  in  length,  6  feet  4  inches  in  width,  and  about  feet 
above  the  rails. 

The  condenser,  placed  above  the  roof,  consists  of  four  hori¬ 
zontal  layers,  slightly  arched,  of  thin  copper  tubes,  laid  trans¬ 
versely  across  the  roof.  The  tubes  are  i  inch  in  diameter  outside. 
No.  26  wire-gauge,  or  inch  in  thickness,  and  are  each  6  feet 
in  length.  There  are  60  tubes  in  each  layer,  or  240  tubes  in  the 
four  layers,  coated  with  brown  varnish  to  augment  their  radiating 
power.  They  are  brazed  at  the  ends  into  3-inch  longitudinal 
pipes,  3  inches  in  diameter  outside,  four  on  each  side,  ii  feet 
long.  The  exhaust-steam  is  discharged  by  two  copper  pipes,  one 
to  each  side,  into  the  uppermost  longitudinal  pipe,  whence  it 
circulates  through  the  transverse  tubes.  The  condensation-water 
and  the  remaining  vapour  are  conducted  into  a  separator-vessel 
at  the  front,  whence  the  water  runs  down  to  the  feed-water  tank, 
and  the  vapour  passes  away  into  the  smoke-box,  where  it  is  mixed 
with,  and  disappears  with  the  products  of  combustion.  So  efficient 
is  the  condenser  that  the  engine  can  be  worked  all  day  with  one 
charge  of  the  feed-water  tank.  This  tank  holds  only  100  gallons, 
and  the  quantity  consumed  as  uncondensed  steam  or  otherwise 
does  not  exceed  50  gallons  for  the  day. 

The  engine  is  fitted  with  apparatus  to  fulfil  the  requirements 
of  the  Board  of  Trade.  A  ball-governor  placed  over  the  foot¬ 
plate  at  one  side  is  provided  for  the  purpose  of  shutting  off  the 
steam,  and  turning  on  a  steam-brake,  when  the  maximum  speed 
allowed — 10  miles  per  hour — is  reached.  The  steam-brake  may 
also  be  turned  on  by  means  of  a  small  pedal  placed  near  the  foot 
of  the  driver.  Steam-levers  and  reversing-levers  are  fitted  in 
duplicate,  one  of  each  at  each  end  of  the  engine,  so  that  the 
driver  may  take  his  place  at  the  leading  end  of  the  engine,  which¬ 
ever  end  goes  first.  A  speed-indicator  is  also  erected.  The 

G  G  2 


452 


MECHANICAL  POWER  ON  TRAMWAYS. 


governor  is  driven  by  means  of  a  pitch-chain  from  the  crank¬ 
shaft,  and  the  speed-indicator  is  driven  by  a  band  from  the 
governor-spindle. 

The  hre-box  is  i  foot  lo  inches  long  by  2  feet  wide,  inside ; 
and  is  2  feet  ij  inches  high  above  the  grate.  The  barrel  of  the 
boiler  is  2  feet  4  inches  in  diameter  inside.  There  are  64  flue- 
tubes  if  inches  in  diameter  outside,  and  5  feet  in  length.  The 
grate-area  is  3*8  square  feet,  and  the  heating-surface  is  169*2  square 
feet,  or  44^  times  the  grate-area.  The  condensing  surface  of  the 
condenser  amounts  to  377  square  feet  for  the  i-inch  tubes,  and 
69  square  feet  for  the  longitudinal  pipes ;  together,  446  square 
feet  of  condensing  surface. 

The  working  pressure  of  steam  in  the  boiler  is  140  lbs.  per 
square  inch.  There  are  two  safety-valves  on  the  boiler,  one  of 
which  is  a  lock-up  valve.  Steam  escaping  by  the -safety-valves  is 
conducted  to  the  exhaust-pipe,  and  thence  into  the  condenser. 
The  steam  is  supplied  to  the  cylinder  through  a  perforated  steam- 
pipe  at  the  upper  part  of  the  boiler.  The  cylinders  are,  as  before 
stated,  6h  inches  in  diameter,  with  a  stroke  of  10  inches.  The 
wheels  are  2  feet  2  inches  in  diameter,  placed  at  4J  feet  centres. 
The  whole  of  the  machinery  is  encased  from  below.  The  weight 
of  the  engine,  empty,  is  6  tons;  and,  in  working  order,  with  water 
and  fuel,  7  tons.  The  price  of  the  engines  was  about  £^$0  for 
each  engine,  or  at  the  rate  oi  ^12^  per  ton  of  the  net  weight. 


Engine. 

Commenced 

Miles  run,  by 

running. 

March  22,  1881. 

No.  I 

April  10,  1880 

15,000 

No.  2 

Oct.  30 

8,000 

No.  3 

Dec.  7  ,, 

6,000 

No.  4 

Dec.  II  ,, 

No.  5 

Jan.  I,  1881 

4,800 

Total  miles  run 

.  30,700 

The  weight  of  one  car  drawn  is  2  tons  4  cwt.  and  of  ii  passen¬ 
gers — the  average  number — 16  cwt. :  together,  3  tons.  Add  the 
weight  of  the  engine  itself,  7  tons,  making  the  gross  load  drawn 
10  tons.  Occasionally,  an  extra  car  is  attached,  and  it  is  taken 


MERR  YJVEA  THER  ’S  LO  COMO  TIVES, 


453 


•  with  ease.  The  length  of  the  line  is  34  miles,  and  in  the  course 
of  the  journey  the  train,  passing  through  a  continuously  populated 
district,  is  pulled  up  from  15  to  25  tim^s-each  way.  The  double¬ 
journey  of  nriles  is  performed  in  65  minutes,  including  all 
stoppages — making  an  average  speed  of  6  miles  per  hour. 

The  total  weight  of  coke — Straker  &  Son’s — consumed  in 
running  the  mileage,  39,700  miles  run,  was  122J  tons,  costing 
23s.  6d.  per  ton ;  being  at  the  rate  of  6‘9ii  lbs.  per  mile,  costing 
■872d,.  per  mile;  or  '69  lb.  per  ton-gross  per  mile. 

The  wages  of  drivers  is  5s.  per  day  ;  of  cleaners,  2s.  6d. ;  coke- 
and- water  men,  2s.  6d. ;  mechanic,  8s.  4d. 

The  working  expenditure  per  day,  running  72  miles,  is  as 
follows  (March,  1881)  : — 


s.  d. 


•  • 

5 

2| 

Water,  150  gallons,  including  water  for  washing  out 

0 

Oil,  I5  pints  ...... 

0 

6 

Waste,  ^  lb.  . 

0 

ih 

Driver’s  wages  ...... 

5 

0 

Cleaner’s  wages,  proportion 

I 

0 

Coke-and-water  man’s  wages,  do.  . 

0 

6 

Mechanic’s  wages,  do.  . 

I 

6 

Total  expenditure  per  day 

13 

ii| 

equivalent  to  2 •33d.  per  mile  run.  The  cost  for  repairs,  included 
in  the  above,  has  been  but  nominal,  for  the  time  the  engine  has 
been  at  work.  The  springs  have  given  a  little  trouble  by  breakage, 
caused,  it  was  believed,  by  deficiency  of  strength  of  the  way,  which 
was  not  constructed  for  engine-haulage. 

For  comparison  with  the  cost  above  given,  of  working  the 
traction  by  engine-power,  Mr.  Truswell  gave  the  cost  for  horse¬ 
power,  where  two  horses  are  harnessed  to  the  car,  for  which  ser¬ 
vice  he  employs  a  stud  of  eight  horses.  For  provender,  water, 
driver’s  and  stableman’s  wages,  proportion  of  wages  of  a  man  for 
chopping  and  mixing  provender,  shoeing,  harness,  and  veterinary 
services,  the  cost  is  at  the  rate  of  qjd.  per  mile  run  by  the  car — 


454 


MECHANICAL  POWER  ON  TRAMWAYS. 


about  double  the  cost  for  engine-power.  The  comparison  is  neces¬ 
sarily  imperfect. 


Merryweather. — Stoke-on-Trent  and  District  Tramways. 

Two  engines  constructed  by  Messrs.  Merryweather  &  Sons  for 
the  servive  of  the  Stoke-on-Trent  and  District  Tramways,  on  a 
gauge  of  4  feet,  are  arranged  similarly  to  the  Batley  engines ;  but 
they  are  larger  in  dimensions,  and  are  fitted  with  an  ordinary 
water-condenser,  placed  in  the  roof  of  the  engine-house  or  cab. 
The  engine.  Fig.  295,  has  yj-inch  cylinders,  with  a  stroke  of 
12  inches,  and  four  coupled  wheels  2  feet  4  inches  in  diameter,  at 
4J  feet  centres.  The  barrel  of  the  boiler  is  2  feet  6  inches  in 
diameter  inside ;  the  fire-box  is  2  feet  2  inches  square,  and  2  feet 
7  inches  high  above  the  grate.  There  are  78  flue-tubes  if  inches 
in  diameter  outside,  and  5  feet  long.  The  grate-area  is  4*8  square 
feet,  and  the  heating  surface  is  197*3  square  feet,  equal  to  41  times 
the  grate-area.  The  condensing  tank  holds  400  gallons.  The 
total  length  of  the  engine  is  13  feet,  and  the  width  is  feet. 
The  weight,  empty,  is  7^  tons  ;  with  fuel  and  water,  lof  tons.  The 
exhaust-steam  is  delivered  from  the  exhaust-pipe,  at  a  level  above 
the  top  of  the  tank,  into  a  concentric  chamber,  whence  it  escapes 
through  an  injector,  or  inductor,  within  the  tank,  placed  horizon¬ 
tally  on  the  floor  of  the  tank.  A  continuous  circulation  of  the 
water  is  thereby  set  up,  and  all  the  water  is  brought  successively 
into  contact  with  the  steam  to  condense  it.  At  the  summit  of  the 
cylindrical  exhaust-chamber  there  are  two  small  vacuum-valves, 
through  which  air  is  admitted,  destroying  any  degree  of  vacuum 
that  may  be  formed  in  the  chamber,  and  so  preventing  back-flow 
into  the  cylinders.  Overflow  from  the  tank  is  conducted  to  the 
feedwater- tanks,  in  front  and  below  the  foot-plate.  Steam  from 
the  safety-valves  is  conducted  into  the  smoke-box,  whence  it 
passes  off  with  the  gaseous  products  of  combustion.  The  price 
of  the  engines  was  about  ;£’8oo  each. 

The  Stoke  line  has  severe  and  continuous  gradients,  some  of 
them  being  i  in  16,  others  i  in  18  and  i  in  20.  The  cars  weigh 


MERR YWEA THERMS  LOCOMOTIVES, 


455 


from  2  J  to  3  tons,  and  are  constructed  to  carry  48  passengers ; 


Fig.  295.  Tramway  Locomotive,  by  Merryweather  &  Sons,  for  the  Stoke-on-Trent 
and  District  Tramways. — Vertical  Section.  Scale 

occasionally  from  80  to  100  passengers  are  carried  in  a  car.  The 


jj-^IMLiAULT 


456  MECHANICAL  POWER  ON  TRAMWAYS. 

engines  take  with  ease  a  loaded  car,  weighing  with  passengers 
9  or  lo  tons,  up  the  steepest  inclines,  at  a  speed  of  from  4  to  5 
miles  per  hour.  The  two  Merryweather  engines  commenced 
operations  in  April,  1881.  Additional  engines,  constructed  by 
the  same  firm,  were  employed  to  work  the  extension  to  Hanley 
and  Burslem,  having  lo-inch  cylinders,  with  a  stroke  of  15  inches. 
It  may  be  questioned  whether  there  is  to  be  found  in  England  any 
worse  combination  of  circumstances  than  those  which  have  to  be 
met  in  the  working  of  the  Stoke  line. 


Hughes. 

Mr.  Henry  Hughes  brought  out,  early  in  1876,  a  tramway  loco¬ 
motive.  “The  result  of  my  experiments,”  he  said,  on  his  exa¬ 
mination  as  a  witness  by  the  committee  on  Mechanical  Power  on 
Tramways,  “is  that  I  have  produced  an  engine  of  the  ordinary 
locomotive  type,  which  can  be  worked  without  showing  any  steam, 
which  is  practically  noiseless,  and  in  which  we  can  keep  up  the 
steam  without  the  aid  of  a  blast ;  and  it  shows  no  smoke  because 
we  use  coke  as  a  fuel.  It  is  covered  in  similarly  to  an  ordinary 
car,  and  consequently  does  not  frighten  horses  more  than  ordinary 
cars  do.”  These  are,  concisely  stated,  the  conditions  for  the 
success  of  mechanical  power  on  tramways. 

The  means  for  condensing  the  exhaust-steam,  which  is  the 
novel  feature  of  this  engine,  was  patented  in  January,  1876.  Each 
blast  of  exhaust- steam  is,  by  an  automatic  action,  condensed  as  it 
issues  from  the  exhaust-pipe,  by  a  shower  of  cold  water,  let  off  in 
regulated  quantities  at  the  instant  of  the  exhaust.  The  exhaust- 
steam,  arriving  by  a  branch  from  the  exhaust-pipe,  blows  open  a 
valve  on  the  end  of  the  branch,  and  escapes  into  a  small  chamber 
— the  condenser.  By  the  same  impulse,  another  valve  in  the 
bottom  of  a  water-tank,  connected  with  the  exhaust-valve,  and 
moving  simultaneously  with  it,  is  opened,  and  discharges  water 
into  the  condenser.  The  exhaust-steam  is  condensed  by  the 
water,  a  partial  vacuum  is  formed  in  the  condenser,  and  the  water- 
valve  is  consequently  closed  by  the  external  pressure.  The  re- 


HUGHES'S  LOCOMOTIVES. 


457 


suiting  mixture,  consisting  of  hot  water,  is  discharged  at  a  tem¬ 
perature  of  170°  F.,  into  a  receiving  tank.  Within  this  limit  of 
temperature,  there  is  not  much  visible  vapour  disengaged  from  the 
discharged  water.  When  the  temperature  is  allowed  to  rise  above 
180*^,  a  good  deal  of  visible  vapour  escapes.  The  supply  of  feed- 
water  for  the  boiler  is  drawn  from  this  tank,  and  the  remainder  of 
the  hot  water  is  ejected  during  the  journey,  or  at  the  end  of  the 
trip. 

It  is  stated  that,  on  a  level  line,  the  condensing  water  is 
consumed  at  the  rate  of  from  25  to  30  gallons  per  mile.  The  fire 
is  made  up  at  the  beginning  of  the  trip,  and  is  not  touched  during 
the  passage.  According  to  Mr.  Hughes,  a  fire  lasts  for  a  ten-mile 
run  without  requiring  fresh  stoking. 

The  first  public  trial  of  Mr.  Hughes’s  tramway  locomotive  was 
made  on  the  Leicester  Tramways,  on  March  27,  1876.  A  run  of 
four  miles  was  made,  a  portion  of  which  was  on  an  ascending 
gradient  of  i  in  22.  The  engine  had  two  6-inch  cylinders,  having 
a  stroke  of  12  inches,  connected  direct  to  four  coupled  wheels, 
2  feet  in  diameter,  on  a  wheel-base  of  4  feet.  The  boiler,  of  the 
locomotive  type,  had  120  square  feet  of  heating  surface.  The 
whole  of  the  boiler  and  the  machinery  was  enclosed  in  a  wooden 
structure  resembling  a  section  of  a  trarnway-car ;  the  wheels  and 
side-rods  were  concealed  by  sheet-iron  plates.  The  chimney  rose 
through  the  roof  of  the  car,  and  by  its  length  sufficed  for  the 
natural  draught  required  to  keep  up  the  steam,  which  was  maintained 
at  a  pressure  of  about  120  lbs.  per  square  inch.  The  furnace  was 
supplied  with  a  sufficient  quantity  of  fuel  to  last  the  journey.  The 
quantity  of  condensing  water  carried  amounted  to  300  gallons, 
which,  it  is  said,  would  suffice  for  a  trip  of  six  miles  on  ascending 
inclines,  in  cold  weather.  The  weight  of  the  steam-car,  in  working 
order,  was  about  5  tons. 

The  locomotive  was  coupled  to  a  one-horse  car,  constructed  to 
carry  16  inside.  During  the  trial  it  carried  25  persons,  and  the 
total  weight  of  the  car,  with  its  load,  must  have  been  about  3J 
tons,  making  the  gross  weight  of  the  train  about  82-  tons.  The 
speed  was  generally  about  8  miles  per  hour,  and  one  or  two  steep 


458 


MECHANICAL  POWER  ON  TRAMWAYS, 


inclines  on  bridges  were  steadily  surmounted,  at  a  lower  speed. 
During  the  whole  of  the  trip,  there  was  no  visible  escape  of  steam, 
except  on  one  occasion,  in  surmounting  a  steep  incline,  when  a 
little  steam  escaped,  which  quickly  disappeared.''' 

The  same  engine,  according  to  Mr.  Hughes,  was  used  on  the 
Leicester  line  every  day  for  some  weeks,  on  passenger  traffic. 
The  average  pace  was  six  miles  per  hour. 

Mr.  Hughes’s  engines  have  also  been  at  work  experimentally  on 
the  tramways  at  Edinburgh  and  at  Sheffield,  and  on  the  Vale  of 
Clyde  Tramways  at  Glasgow.  The  traffic  of  this  line  was  worked 
by  steam-power,  under  a  contract  made  with  Mr.  Hughes,  com¬ 
mencing  July  21,  1877,  at  the  rate  of  5id.  per  mile  run.  The 
contract  expired  July  21,  1880,  and  was  renewed  for  one  year,  at 
the  rate  of  6|d.  per  mile  run. 


Hughes. — Wantage  Tramway. 

On  the  Wantage  Tramway,  one  of  the  Hughes  engines  has 
been  working  for  some  years.  The  line,  which  has  already  been 
noticed,  is  constructed  like  an  ordinary  railway,  with  raised  rails 
on  longitudinal  sleepers.  The  engine  makes  eight  trips  each  way, 
— 40  miles  a  day.  The  trip  is  performed  in  32  minutes,  or  at  the 
average  speed  of  9*4  miles  per  hour.  Two  cars  are  taken  by  the 
engine,  weighing,  with  their  load  of  passengers,  an  average  of  6h 
tons.  The  engine  weighs  in  working  order  6|  tons,  and  the  gross 
weight  of  the  engine  and  train  amounts  to  {6|-  -f  =)  13-I  tons. 
The  fuel  (coke)  is  consumed  at  the  rate  of  about  307  lbs.  per  day, 
or  7-67  lbs.  per  mile  run,  equivalent  to  ’58  lbs.  of  coke  per  ton- 
gross  per  mile. 


Hughes. — Southern  Tramways  of  Paris. 

Twelve  of  the  Hughes  engines,  shown  in  longitudinal  section, 
Fig.  296,  similar  to  the  engines  on  the  Vale  of  Clyde  Tramway, 

*  The  particulars  of  this  trip  are  derived  from  T/ie  Engineer, 
March  31,  1876,  page  232. 


HUGHESES  LOCOMOTIVES, 


459 


Fig.  296.  Tramway  Locomotive,  by  Hughes’s  Locomotive  Company,  for  the  Southern  Tramways  of  Paris. 

Longitudinal  Section.  Scale  7^. 


460 


MECHANICAL  POWER  ON  TRAMWAYS. 


were  constructed  for  the  Bastille- Charenton  line  of  the  Southern 
Tramways  of  Paris.  They  are  on  four  wheels,  coupled,  2  J  feet 
in  diameter.  The  cylinders  are  7  inches  in  diameter,  with  a 
stroke  of  12  inches.  The  boiler  is  of  Lowmoor  iron,  2  feet 
3|-  inches  in  diameter  inside.  The  fire-box  is  of  copper,  i  foot 
I  of  inches  long,  2  feet  i  inch  wide  at  the  grate,  and  2  feet  5  inches 
high  to  the  roof,  above  the  grate.  The  plates  are  f  inch  thick, 
except  at  the  tubes,  where  the  plate  is  f  inch  thick.  There  are 
62  brass  tubes,  i  J  inches  in  diameter  outside,  and  5  feet  yf  inches 
long,  with  a  clearance  of  f  inch  between  the  tubes.  The  grate- 

area  is  3’ 70  square  feet;  the  total  heating 
surface  is  149J  square  feet.  The  working 
pressure  in  the  boiler  was  from  80  lbs.  to 
100  lbs.  per  square  inch.  The  exhaust- 
steam  is  condensed  in  a  lower  water-tank 
by  water  from  the  upper  tank,  in  the  manner 
already  explained,  and  indicated  in  the 
Fig.  296,  and  in  detail.  Fig.  297.  The  piston- 
valve  in  the  front  lower  tank  is  opened  by 
a  rod  connected  with  the  regulator-handle, 
making  a  communication  between  the  tank 
and  the  condensing  chamber  between  two 
valves,  which  constitute  a  double-beat  valve. 
The  exhaust-steam  from  the  pipe  below 
forces  open  the  valves,  and  escapes  into  the 
condensing  chamber,  and  is  met  and  condensed  by  cold  water 
from  the  pipe  leading  from  the  upper  tank.  The  water  is  thus 
heated  to  a  temperature  of  about  170°  F.,  and  is  collected  in  the 
lower  tanks,  whence  the  boiler  is  fed  by  means  of  a  pump  or  an 
injector. 

The  Bastille-Charenton  line  is  4'i  miles  in  length.  The  steepest 
gradients  on  the  line  are,  one  of  i  in  29  for  100  yards,  and  one 
of  I  in  20  for  the  same  length.  The  engines  weighed  5^  tons 
empty,  and  7J  tons  in  working  order.  The  regular  duty  was  to 
draw  one  car,  weighing  2*55  tons,  constructed  to  carry  46  pas¬ 
sengers.  Assuming  that  the  car  was  half  filled  with  passengers. 


Fig.  297.  Hughes’ 
Tramway  Locomotive. 
— Feedwater  heater. 


HUGHES’S  LOCOMOTIVES. 


461 

weighing  i*6  tons,  the  gross  weight  moved  amounted  to  ii’65  tons. 
The  journey  of  4*1  miles  was  run  in  35  minutes,  being  at  the  rate 
of  7  miles  per  hour.  Four  engines  were  at  work  daily,  making 
each  about  67  miles  per  day.  The  fuel  (coke)  was  consumed  at 
the  rate  of  17  lbs.  per  mile  run;  equivalent  to  1*46  lbs.  per  ton 
gross  per  mile.  The  expenses  averaged  as  follows  : — 


Per  mile. 

d. 

Coke,  17  lbs.  per  mile,  @  24s.  2d.  per  ton  .  .  2'2i8 

Oil,  *42  lb.  ,,  ......  1-840 

Tallow,  •0341b.  „  ......  -148 

Water,  40  galls.  ,,  for  feed  and  condensing,  4d. 

per  1,000  gallons  .  .  -160 


4-366 

Wages  of  drivers,  labourers,  cokemen,  &c.  .  .  2-357 


Running  expenses  ......  6-723 

Repairs  .........  2-702 


Total  working  cost  .  .  .  9*425 


The  contract  payment  for  the  engine-service  was  at  the  rate  of 
45  centimes  per  kilometre,  equivalent  to  6*96.  per  mile  run,  for 
drawing  i  car.  For  2  cars,  the  payment  was  60  centimes,  or 
9'2d.  per  mile  run.  The  contract,  which  commenced  in  August, 
1879,  was  brought  to  an  end  in  February,  1880;  when  the  work 
of  traction  was  resumed  by  means  of  horse  power. Although 
the  steam-haulage  was  conducted  at  a  loss,  the  immediate  cause 
of  the  termination  of  the  contract  was  the  breaking  down  of  the 
engines  by  lodgment  of  a  compound  of  grease  and  lime  on  the 
walls  of  the  fire-boxes,— the  grease  derived  from  the  condensed 
steam  and  the  lime  from  the  water — by  which  the  fire-boxes 
became  overheated  and  bulged  inwards,  and  the  flue-tubes  leaked 
and  broke. 

In  explanation  of  the  large  consumption  of  fuel,  it  must  be 
stated  that  the  way  was  in  wretched  order.  It  was  too  weak, 

*  For  the  particulars  of  performance  of  the  Hughes  engine  the 
Author  is  indebted  to  Mr.  H.  Conradi. 


462  MECHANICAL  POWER  ON  TRAMWAYS. 

having  a  mean  sort  of  rail  of  hollow  section,  without  strength. 
The  wave-movement  of  the  rails,  in  advance  of  the  engine,  was 
beyond  description.  The  tractional  resistance  may  easily  be 
conceived  to  have  been  double  what  it  would  have  been  with  a 
good  way. 

The  condensing  apparatus  employed  in  the  engines,  it  may  be 
added,  was  uncertain  in  action — very  fickle  ;  and  it  caused,  it  is 
believed,  a  considerable  degree  of  back-pressure  on  the  pistons. 


Hughes. — Bristol  Tramways. 

On  the  Bristol  Tramways,  seven  of  the  Hughes  engines  that 
worked  in  Paris  were  set  to  work  on  the  Horfield  section,  which 
is  1*43  miles  in  length.  It  is  a  severe  line  to  work,  being  up-hill 
for  four-fifths  of  the  length  in  one  direction — towards  Horfield ; 
and  downhill  for  the  remaining  fifth.  The  prevailing  gradients 
are  from  i  in  24  to  i  in  68.  The  line  runs  through  a  very 
populous  district.  The  work  was  done  under  a  contract  for 
1 2  months  made  with  the  Hughes  Engine  Company,  by  means  of 
four  engines  in  steam  daily.  During  the  week  1,717  miles  were 
run,  of  which  26 if  miles  were  run  each  week-day,  averaging 
65^  miles  per  engine;  and  147 J  miles  on  Sunday. 

In  these  engines,  the  steam  was  not  condensed.  The  weight 
was  taken  at  7  tons  each  in  working  order.  One  car  only  was 
allowed  to  be  hauled  by  an  engine ;  the  car  weighing,  with  pas¬ 
sengers,  4  tons.  The  gross  weight  of  engine  and  car  was  thus 
II  tons.  The  fuel  (coke)  consumed  was  12  J  tons  per  week,  or  at 
the  rate  of  16-31  lbs.  per  mile  run,  or  1-48  lbs.  per  ton-gross  per 
mile.  Here  again  the  Hughes  engines  work  at  a  disadvantage, 
since,  besides  working  up  steep  gradients  in  one  direction,  they 
were  braked  for  most  of  the  way  back,  and,  to  the  extent  of 
brakeage  necessary,  lost  the  advantage  of  the  aid  of  gravitation. 
The  contract  price  paid  by  the  Tramway  Company  for  steam- 
haulage  was  7d.  per  car -mile  run 


HUGHES'S  LOCOMOTIVES. 


463 


Hughes. — Lille  Tramways. 

Mr.  Hughes  designed  a  more  powerful  class  of  locomotives  for 
working  on  the  Lille  Tramways.  In  general  arrangement,  they 
resembled  the  engines  employed  at  Paris,  already  described.  The 
cylinders  were  9  inches  in  diameter,  with  a  stroke  of  13  inches ; 
the  four  coupled  wheels  were  feet  in  diameter.  The  barrel  of 
the  boiler  was  2  feet  4^  inches  in  diameter.  There  were  62  brass 
flue-tubes  ij  inches  in  diameter,  5  feet  8^  inches  long.  The 
fire-box,  of  copper,  was  2  feet  inches  in  length,  and  i  foot 

ii|-  inches  wide,  at  the  bottom;  and  was  2  feet  7  inches  high 
above  the  grate.  The  area  of  grate  was  3‘82  square  feet;  and 
the  heating  surface  was  162J  square  feet.  The  exhaust-steam 
was  passed  through  a  feedAvater-heater,  consisting  of  a  number  of 
brass  tubes  in  a  cast-iron  box,  and  thence  into  the  saddle  water- 
tank,  in  which  it  was  delivered  over  the  surface  of  the  water,  or 
through  branching  pipes  which  descended  into  the  water.  The 
steam  was  discharged  under  water,  in  town ;  and  above  water,  in 
the  country.  The  tank  held  400  gallons  of  water,  which  was 
heated  by  the  exhaust-steam  up  to  the  boiling-point,  in  the  course 
of  the  trip.  For  three-fourths  of  the  trip,  the  condensation  was 
efficiently  effected ;  but  for  the  remaining  fourth,  it  was  ineffective. 
The  water  was  changed  for  each  trip.  The  pressure  in  the  boiler 
was  from  80  lbs.  to  100  lbs.  per  square  inch.  The  engine  weighed, 
empty,  7  J  tons ;  and,  in  working  order,  with  fuel  and  water, 
10  tons. 

The  Lille-Haubourdin  line  is  a  level  line,  5*138  miles  in 
length.  The  Lille-Roubaix  line  is  a  line  of  many  inclines, 
of  which  the  steepest  is  i  in  22.  It  is  6*78  miles  in  length.  The 
lines  are  both  single  lines,  with  passing  places.  The  way  is 
constructed  with  double  rails  bolted  to  chairs,  screwed  down 
to  cross  sleepers.  Steam-service  was  commenced  on  the  Hau- 
bourdin  line  April  6,  1880;  and  on  the  Roubaix  line  July  i, 
1880.  Payments  were  made  to  the  contractors  (Hughes’  Engine 
Company)  at  the  same  rates  as  were  paid  to  them  in  Paris; 
namely,  d'qd.  per  mile-run  with  one  car;  and  9*2d.  per  mile-run 


464 


MECHANICAL  POWER  ON  TRAMWAYS. 


with  2  cars.  This  contract  lasted  only  four  months ;  after  which 
the  engines  were  hired  for  one  year  commencing  November  i, 
1880. 

The  averaged  results  of  the  performance  of  engines,  on  the 
Haubourdin  line,  equivalent  to  the  work  of  one  engine  for  103 
days,  running  3,817  miles,  or  at  the  rate  of  37  miles  per  day,, 
were  as  follows.  The  usual  load  on  week-days  was  one  car,  with 
an  extra  car  between  Lille  and  the  depot,  a  distance  of  about 
2  miles ;  on  Sundays  and  holidays  2  cars  were  taken.  It  may  be 
assumed  that  the  train  averaged  loaded  cars  : — 


Col\.0  •  •  • 

17!  lbs.  per  mile-run,  cost 

d. 

2-250 

Oil  . 

•3291b. 

1-410 

Tallow 

•0362  lb. 

•156 

Feed  water 

1 2|  gallons,, 

•051 

Condensing  water  . 

72  5)  >>  >> 

•248 

I  driver  @  6  francs  per  day  } 

I  stoker  ,,4  ,,  ’ 

4'ii5 

2-570 

Running  expenses 

Repairs  : — Ordinary  .... 

Extraordinary,  tor  accidents 

Total  .... 


6-685 

2 '45  5 
'437 

2-892 


Working  charges  :  running  and  repair  expenses  9-577 


From  this  statement  it  appears  that,  in  round  numbers,  the 
running  charges  amounted  to  6id.  per  mile-run,  and  the  cost  for 
repair  to  3d.  per  mile-run ;  together  ghd.  per  mile-run.  The 
engines  were  worked  at  a  disadvantage.  They  took  their  turns 
between  horse- cars,  and  were  thus  limited  to  low  speeds,  with 
many  stoppages,  making  the  trip  of  5*13  miles  in  55  minutes, — at 
an  average  speed  of  5-60  miles  per  hour.  They  were  also  com¬ 
pelled  to  remain  from  20  to  25  minutes  at  one  terminus,  and  from 
8  to  10  minutes  at  the  other. 


HUGHES'S  LOCOMOTIVES. 


465 


The  evaporation  of  water  was  at  the  rate  of  7*18  lbs.  per  lb. 
of  coke,  from  a  temperature  averaging  probably  140°  F. 

Assume  the  average  load  of  cars,  before  stated,  weighing 
2 ’4  tons  per  car,  with,  say,  45  passengers,  weighing  3  tons,  making 
together  6'6  tons;  and  with  the  engine,  10  tons,  a  gross  weight 
of,  say,  16J  tons,  the  consumption  of  fuel  .was,  for  this  gross 
weight,  at  the  rate  of  1*07  lbs.  per  ton-gross  per  mile-run. 

Mr.  H.  Conradi  tested  the  consumption  of  feed-water  by  the 
engines  on  the  Haubourdin  line,  for  the  double  trip,  to  and  fro, 
on  four  occasions.  First  with  i  car,  twice  with  2  cars,  and  once 
with  3  cars. 


T3 

4-> 

. 

cars. 

n 

bo 

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0 

u  . 

c 

3  c 

med 

an. 

0 

U 

bo  c 

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^  •rx 

■  c 

Cm 

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0  7 

3 

u,  • 

C  U 
0  1 

c  "r 

i 

Cars,  weig 
passenge 

0 

c 

To 

c 

Length  o 

Time,  inc 
stoppai 

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0  p. 

> 

< 

u  0 
u 

£  E 

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JO 

Coke  con; 
per  mile 

el 

«  U 
^  0 

t-  ^ 

£  & 

«S 

M  ft 
0 
'J 

car  tons 

tons 

miles 

mins. 

miles 

galls. 

lbs. 

lbs. 

lbs. 

lbs. 

I  5'4 

10*40 

90 

6*9 

ii'45 

16*87 

6*8 

7 '43 

1*10 

2  9‘3 

I9‘3 

9‘i8 

90 

6*12 

14*20 

17*10 

8-3 

7*36 

•89 

2  9'3 

I9’3 

9*i8 

90 

6*  1 2 

16*10 

19*28 

8*35 

8’34 

1*00 

(with  piof 
iron  and 
rails) 

1 

25-2 

9'23 

46 

12*0 

10*40 

— 

4’i3 

3  i5'2 

1 

1880. 


1.  'VTay5,Windy  and  Dusty 

2.  May  i6  do.  do. 

3.  May  23  do.  do. 


4.  June  16 


In  the  ist,  2nd,  and  3rd  double-trips,  there  were  the  usual 
frequent  stoppages  for  passengers.  The  4th  trial  was  made  speci¬ 
fically  to  test  the  capacity  of  the  engine  to  draw  at  least  2  cars 
up  the  steepest  incline  on  the  line,  at  Croix,  a  gradient  of  i  in  20. 
It  shows  that  the  engine  was  capable  of  taking  up  this  incline 
li  times  its  own  weight;  and  the  relatively  low  consumption  of 
water  per  mile-run  shows  most  remarkably  how  wasteful  of  engine- 
power  are  the  frequent  stoppages  incidental  to  the  regular  traffic 
as  exemplified  in  the  ist,  2nd  and  3rd  trials.  The  consumption 
of  fuel,  which  was  not  actually  noted  for  the  4th  trial,  did  not 
probably  exceed  ^  lb.  of  coke  per  ton-gross  per  mile-run. 

H  H 


466 


MECHANICAL  POWER  ON  TRAMWAYS. 


On  the  Lille-Roubaix  line,  the  quantities  and  cost  for  working 


engine-power  were  as 

follows  *. — 

0 

.  0 

b 

Coke 

20*625  lbs.  per 

mile-run,  cost 

Oil  .... 

*292  lb. 

yy  y  y 

1*000 

Tallow 

*028  lb. 

yy  y  y 

*  120 

Water,  feed 

17*74  galls. 

yy  yy 

0 

0 

Water,  condensing  . 

88*10  ,, 

yy  yy 

•350 

4*240 

Drivers,  stokers,  cokemen,  pointsmen. 

&c. 

2*800 

Running  charges' 

*  •  • 

0 

0 

L 

Repairs  : — Ordinary  . 

*  «  • 

•  •  • 

2’i75 

Extraordinary  (Accidents) 


'250 


2*425 


Working  charges  : — Running  and  repair 


9*465 


The  line  was  generally  in  very  bad  order.  On  soft  ground,  the 
sleepers  were  not  properly  squared  for  the  chairs.  The  wheels  of 
the  engines  jammed  between  the  rails  and  counter-rails.  Waves 
were  raised  in  the  way  in  advance  of  the  engines.  The  distance, 
6*78  miles,  was  traversed  in  42  minutes,  comprising  frequent  stop¬ 
pages  for  passengers  in  Lille  and  Roubaix,  and  at  seven  inter¬ 
mediate  stations.  The  average  speed  was  10*17  miles  per  hour; 
and  the  maximum  speed  frequently  rose  to  from  1 7  to  18  miles 
per  hour.  The  time  allowed  was  60  minutes  for  the  trip,  making 
a  speed  of  6|  miles  per  hour. 

Since  the  engines  were  hired  to  the  tramway  company,  the 
exhaust-steam  was  not  condensed,  but  was  discharged  direct  into 
the  chimney.  The  traction  company  from  whom  the  engines 
were  hired  paid  for  them  from  ;£65o  to  each. 

The  locomotives,  six  in  number,  weighed,  empty,  4I-  tons ;  with 
fuel  and  water,  6  tons.  They  worked  up  to  a  pressure  in  the 
boiler  of  150  lbs.  per  square  inch;  but  the  average  pressure  was 
from  100  lbs.  to  120  lbs. 


FALCON  WORKS’  LOCOMOTIVES. 


467 


Falcon  Engine  and  Car  Works. 

This  company  manufacture  tramway  steam  locomotives  of  three 
sizes,  having  respectively  7-inch,  8-inch,  and  9-inch  cylinders, 
with  four-coupled  wheels  for  the  8-inch  engine.  The  leading 
data  are  as  follows  : — 


Diameter  of  cylinders 

7  ins. 

8  ins. 

9  ins. 

Stroke  of  ditto  . 

14 

14 

14  » 

Diameter  of  wheels  . 

305  » 

30^7, 

305  » 

Length  of  wheel-base 
Working  pressure  in  the 

45  ff- 

42 

5  ff- 

boiler  per  square  inch 

175  lbs. 

175  lbs. 

175  lbs. 

Heating  surface 

I28'5  sq.  ft. 

154  sq.  It. 

i73i  sq.  ft. 

Area  of  firegrate 

Ratio  of  grate  to  surface  . 

4’0  V 

5‘9 

675 

Extreme  length  . 

32-1  ft. 

26*1  ft. 

257  ft. 

Extreme  breadth 

Extreme  height  above  level 

of  rails,  with  condenser  . 

10  ft.  8  ins. 

10  ft,  8  ins. 

10  ft.  8  ins. 

Ditto,  without  condenser  . 

9  4 

9 

9  4  m 

Weight,  with  i  empty 

7I  tons. 

8  tons. 

84  tons. 

condenser  .  ( loaded  . 

Sh  „ 

95 

10  „ 

Weight,  without  j  empty  . 

6f  „ 

- 1 

/  2  5> 

8  „ 

condenser  .  t  loaded  . 

8  „ 

9 

9h  » 

Tractive  force  .  .  . 

2,2. 

^9  lbs.  2,938  lbs.  3,718  lbs. 

Effective  load,  exclusive  of  ^ 

Level.  67 

tons.  89  tons 

).  1 14  tons. 

engine,  drawn  at  a  speed 

I  in  50  22 

M  3*^ 

40  M 

of  10  miles  per  hour,  up 

1  I  in  30  13 

V  ^9  jj 

25  M 

an  incline  of  .  .  .  ^ 

I  in  20  8 

5)  4i 

16  „ 

The  8-inch  engine  was  one  of  a  number  of  engines  of  the 
same  class,  constructed  for  the  Burnley  tramways  at  the  Falcon 
Works,  from  the  designs  of  Mr.  Norman  Scott  Russell,  the 
general  manager  of  the  works.  It  has  a  locomotive  boiler ;  the 
cylinders  are  inside  the  frame-plates,  with  a  cranked  axle.  The 
tractive  force,  2,938  lbs.,  is  at  the  rate  of  29-9  lbs.  per  pound  of 
effective  pressure  per  square  inch  in  the  cylinders.  The  working 
gear  is  shut  in  from  below  by  iron  sheeting  with  suitable  doors, 

H  H  2 


468 


MECHANICAL  POWER  ON  TRAMWAYS. 


excepting  only  the  coupling  rods.  The  horn-blocks  have  special 
wood  shields. 

The  air-condenser  is  composed  of  250  very  thin  copper  tubes 
fixed  in  thin  brass  chambers.  Any  steam  remaining  uncondensed, 
as  may  happen  in  warm  or  in  damp  weather,  passes  to  a  water- tank 
at  the  front  end  of  the  engine.  Under  ordinary  conditions  the 
residuary  steam  is  passed  through  a  change-valve  into  the  smoke- 
box,  where  it  is  superheated,  and  becomes  invisible  on  passing 
from  the  chimney. 

Special  consideration  has  been  bestowed  upon  the  break 
power.  The  speed-regulating  governor  is  driven  by  an  inde¬ 
pendent  wheel,  running  on  the  rails  and  kept  down  by  springs. 
The  wheel  of  the  governor  is  on  the  same  shaft.  The  governor 
works  the  speed  indicator  by  means  of  levers,  and  when  the 
speed  of  the  engine  reaches  10  miles  per  hour  a  small  valve  is 
lifted,  and  admits  steam  from  the  boiler  to  the  car-break  and 
engine-break,  and  to  a  small  cylinder  on  the  top  of  the  boiler, 
by  which  the  regulator  is  closed.  This  apparatus  automati¬ 
cally  limits  the  speed  on  descending  inclines  to  10  miles  per 
hour.  There  is,  in  addition,  a  hand  break-valve,  by  which  steam 
may  be  admitted  at  any  constant  pressure  to  both  break-cylinders, 
and  there  is  a  foot-break,  by  means  of  which  all  the  wheels  can  be 
locked.  The  steepest  gradients  are  i  in  17  and  i  in  20.  The 
engines  usually  take  one  46-passenger  car.  They  have  taken 
experimentally  two  cars  with  73  passengers,  easily.  The  con¬ 
sumption  of  fuel,  coke,  is  stated  to  be  at  the  rate  of  from  lbs. 
to  9  lbs.  per  mile-run. 


Kitson  &  Co. 

The  cylinders  in  this  engine.  Fig.  298,  are  placed  outside  the 
longitudinal  frame-plates,  and  as  high  as  possible  above  mud  and 
dust,  protected  by  suitable  casings.  The  engine  is  on  four  wheels, 
coupled.  Kitson’s  patent  valve-gear  is,  with  the  same  object, 
employed.  It  is  a  modification  of  Walschaert’s  valve-gear.  The 


KITSON’S  LOCOMOTIVE. 


469 


ends  of  a  floating  lever  are  linked  to  the  crosshead,  the  valve 
spindle,  and  intermediately  at  a  point  near  the  valve-spindle; 


the  lever  is  pinned  to  the  radius-link,  which  receives  its  rocking 
movement  through  an  arm  linked  to  the  coupling  rod.  The 


Fig.  298. — Tramway  Locomotive,  by  Messrs.  Kitson  &  Co.,  for  the  Birmingham  Central  Tramways, 


470 


MECHANICAL  POWER  ON  TRAMWAYS. 


motion  of  the  valve  and  its  spindle  is  a  compound  of  two  move¬ 
ments  :  one  a  movement  directly  the  inverse  of  that  of  the  piston, 
on  a  reduced  scale,  for  the  lead  ;  the  other  a  reduced  duplicate  of 
)  the  vertical  movement  of  the  coupling  rod,  to  open  the  port  for 
steam.  The  boiler  is  of  the  locomotive  type.  The  exhaust  steam 
is  condensed  to  the  extent  of  two-thirds  in  a  tube-condenser  over¬ 
head,  and  one-third  is  discharged  into  the  chimney,  or  is  con¬ 
densed  by  means  of  a  water  tank.  The  engine  is  provided  with 
a  speed  indicator  and  an  automatic  break.  The  engines,  as 
employed  on  the  Central  Tramways  line,  Birmingham,  weigh,  with 
water  and  fuel,  from  9  tons  to  10  tons.  They  can  draw  a  large 
1  car  holding  60  passengers. 

i  Messrs.  Kitson  &  Co.  construct  four  standard  classes  of  four- 
,  coupled  tramway  locomotives,  as  follows  : — 


No.  of  Engine. 


No.  I. 

No.  2. 

No.  3. 

1 

No.  4.  1 

Cylinders,  diameicr 
and  stroke  . 

7^  X  12  ins. 

8^  X  12  ins. 

9  X  It;  ins. 

1 

1 X  I  S  ins. 

Wheels,  diameter  . 

2  ft.  4;f  ins. 

2  ft.  4d  ins. 

2  ft.  10  ins. 

2  ft.  9  ins. 

Water-tank,  capa¬ 
city  for  water 

80  galls. 

80  galls. 

I. SO  galls. 

2S0  galls. 

Weight  of  engine, 
empty . 

6|  tons 

tons 

8  tons 

i3itons 

Weight  with  water 
and  fuel 

7i  5? 

loi  „ 

Net  load,  exclusive 
of  engine  weight, 

.  that  can  be  taken 
up  an  incline  of  i 

in  25,  at  a  speed 
of  6  miles  per  hour 

13  - 

16 

19 

44  »  1 

1 

The  cost  for  working,  repairs,  and  maintenance  of  Messrs. 
Kitson  &  Co.’s  engines  on  two  lines  of  tramways,  is  summarised 
in  the  following  statements  : — 


WILKINSON'S  LOCOMOTIVE. 


471 


Birmingham  and  Aston  Tramways  : — Ruling  Gradient, 


I  IN  17. 


Miles 

run. 

Per 

mile  run  by  engines. 

(/) 

0 

t£ 

5 

U 

0 

■  Ts 

C/3 

0 

6 

Si 

c/3 

u 

Depre¬ 

ciation, 
to  per  cent. 

Z 

1 

d. 

d. 

d. 

d. 

d. 

d. 

d. 

d. 

1  6  months  ending 

June  30,  1883  . 

61,170 

1*44 

1-50 

'I3 

‘35 

•24 

3-66 

1-27 

4‘93 

12  months  ending 

June  30,  1884  . 

176,528 

1-41 

•90 

•09 

•08 

•80 

3-28 

1*49 

4‘77 

•  1 1  months  ending 

May  31,  1885  . 

193,204 

i'43 

•76 

•06 

•25 

1*  12 

3-62 

1*12 

4‘74 

29  monthsending 

May  31,  1885  .  430.902 

1-43 

•92 

•09 

•19 

•86 

3’49 

1-29 

478 

Dudley  and  Stourbridge  Steam  Tramways  : — 
Ruling  Gradient,  i  in  15. 


Per  mile  run  by  engines. 


Milts 

run. 

Wages. 

Fuel. 

Water. 

Stores. 

1 

Repairs. 

Sum. 

Depre¬ 
ciation, 
lo  per  cent. 

Total. 

d. 

d. 

d. 

d. 

d. 

A... 

d. 

d. 

6  months  ending 
Nov.  30,  1884  . 

6  months  ending 
May  31,  1885  . 

57.776 

2'06 

i‘95 

*21 

•17 

'39 

478 

i‘39 

>— 1 

tb 

62,128 

2’  14 

i‘95 

*21 

•39 

•70 

5‘39 

1*22 

6'6i 

12  months  ending 
May  31,  1885  . 

119,904 

2- 10 

i‘95 

*21 

•29 

•55 

5-10 

1-30 

6*40 

Wilkinson. 

The  worm-geared  condensing  tramway  locomotive  of  Mr.  W. 
Wilkinson  combines  a  few  original  elements.  Acting  on  the 


472 


MECHANICAL  POWER  ON  TRAMWAYS. 


results  of  Mr.  Dewrance’s  experiments  on  the  evaporative 
activity  of  different  parts  of  a  locomotive  boiler,  Mr.  Wil¬ 
kinson  designed  a  short  locomotive  boiler,  having  flue  tubes 
only  12  inches  in  length.  His  object  was  to  maintain  the 
water  level  in  the  boiler  practically  constant  whether  on  level 
ground  or  on  steep  incline  such  as  i  in  ii.  The  tubes  are  not 
straight,  but  of  an  ogee  form,  in  order  to  yield  to  expansion  without 
the  liability  to  breakage.  The  steam  is  exhausted  into  a  condenser 
fitted  with  tubes  also  of  ogee  form  presenting  between  200  and 
300  square  feet  of  condensing  surface.  The  steam  surrounds  the 
tubes,  and  the  air  for  cooling  them  is  drawn  through  them  into 
the  ash-pan  to  support  combustion.  The  steam  that  remains 
uncondensed  passes  into  a  superheater  in  the  smoke-box — a 
rectangular  box  fixed  against  the  tube  plate,  traversed  by  tubes 
coincident  with  those  of  the  boiler,  through  which  the  burnt 
gases  flow  into  the  smoke-box. 

While  running  on  a  level  line,  with  a  heavy  load,  in  or  nearly 
in  mid-gear,  there  is  scarcely  sufficient  steam  left  uncondensed  to 
cause  the  necessary  draught,  and  in  such  a  case  the  draught  is 
sharpened  by  reducing  the  blast  orifice,  in  applying  a  thimble  to 
the  top  of  the  blast  pipe,  which  is  done  by  hand  with  a  lever. 

In  the  fire-box  a  number  of  Field  tubes  are  fixed  to  the  roof 
between  the  roof- stays. 

The  power  of  the  engine  is  transmitted  through  worm-gear  to 
the  driving  axle.  The  worm  is  double-threaded,  and  one  turn  of 
the  axle  is  made  for  turns  of  the  worm.  The  diameters  of  the 
worm  and  the  wheel  are  equal,  or  nearly  so — about  12  inches  in 
diameter ;  and  the  obliquity  of  the  worm-thread  is  so  considerable 
that,  on  a  falling  gradient  of  i  in  70,  the  worm  is  propelled  by  the 
force  of  gravity.  The  Avorm  is  of  Siemens  steel,  and  the  toothed 
Avheel  runs  in  an  oil  bath,  providing  constant  lubrication.  The 
carrying  wheels  are  3  feet  2  inches  in  diameter.  There  are  two 
cylinders  working  to  a  longitudinal  crank-axle.  It  is  stated  that 
the  engine  can  draw  a  loaded  car,  weighing  3  tons,  full  of  passen¬ 
gers,  on  a  level  or  nearly  level  road,  with  the  valves  in  mid  gear; 
the  steam  being  cut  off  at  9  per  cent,  of  the  stroke.  At  the 


GEOGHEGAN' S  LOCOMOTIVES. 


473 


regulation  speed  of  8  miles  per  hour,  the  speed  of  the  pistons  is 
436  feet  per  minute.  The  engine  has  been  worked  at  a  speed  of 
16  miles  per  hour.  The  machinery  is  compactly  placed,  and  the 
cylinders,  guide  bars,  valve  gear,  foundation  plate,  worm,  and 
plummer-blocks  can  be  removed  for  repair  by  undoing  six  bolts, 
and  a  duplicate  substituted. 


Geoghegan. 

The  tramway  system  of  Guinness’s  Brewery  has  already  been 
noticed,  page  290.  The  rolling  stock  comprised,  in  1888,  nine 
locomotives  and  177  waggons.  The  first  engine,  Fig.  299,  weigh¬ 
ing  about  two  tons,  is  suitable  only  for  light  work,  and  the  gearing 
being  so  close  to  the  ground,  is  diflicult  to  keep  in  order  when 
working  full  time.  Geared  engines.  Fig.  300,  were  obtained, 
weighing  about  5  tons.  They  were  found  very  useful,  but  for 
want  of  bearing  springs,  they  were  slow  in  speed,  costly  in  repairs, 
and  hard  on  the  road.  They  were  also  troublesome  in  starting. 
The  next  class  of  engine,  Fig.  301,  weighing  6  tons,  having  outside 
cylinders,  circular  ends  for  footplates,  and  water  tanks  for  con¬ 
densing  the  exhaust-steam,  proved  better  adapted  to  the  traffic. 
The  motion  being  all  outside,  was  readily  accessible  ;  but,  being  so 
near  the  ground,  it  got  very  dirty,  and  the  wear  necessitated  very 
frequent  adjustment.  Case-hardened  eccentrics  and  straps  made 
an  improvement. 

To  combine  the  best  points  of  these  three  classes  of  engines, 
and  obviate  their  defects,  Mr.  Geoghegan  designed  the  locomotive 
shown  in  Fig.  302.  Facilities  are  given  for  getting  out  the 
wheels  and  axles,  and  the  cylinders  and  motion  are  placed  on  the 
top,  out  of  the  dirt,  and  very  accessible  for  cleaning  and  repair. 
The  spring  frame  is  independent,  and  is  formed  of  eight  steel 
leaves  in  four  pairs,  two  pairs  at  each  side,  one  pair  on  the  top  of 
each  pair  of  axle-boxes,  and  the  other  pair  under  the  bottom.  It 
is  attached  to  back  and  front  stays,  so  that  byremoving  the  pins  and 
coupling-rods,  and  lifting  the  engine,  the  spring-frame  with  wheels 


474 


MECHANICAL  POWER  ON  TRAMWAYS. 


and  axles  and  break  gear,  can  be  run  out  for  examination  and 


Figs.  299,  300,  301.  Guinness’s  Brewery:  Tramway  Locomotives. 


repair.  The  upper  or  crankshaft  axle-boxes  work  between  horn- 
plates,  and  they  are  each  connected  with  the  spring-frame  by  a 


GEOGHEGAN'S  LOCOMOTIVES, 


475 


vertical  link,  of  which  the  upper  pin  is  lengthwise  of  the  engine, 
and  the  lower  pin  is  crosswise,  giving  freedom  for  oscillation. 

The  break-gear  consists  of  a  steam  cylinder  having  two  pistons, 
between  which  steam  is  admitted  for  applying  the  breaks. 


The  boiler  is  of  the  Ramsbottom  type.  The  barrel  is  2  feet 
5  inches  in  diameter,  having  64  tubes  2  feet  lof  inches  long, 
inches  in  diameter  outside.  The  heating  surface  is  72‘6i  square 
feet  in  the  tubes,  13*75  feet  in  the  fire-box;  together  86*36  square 


476 


MECHANICAL  POIVER  ON  TRAMWAYS. 


feet,  or  27  times  ihe  grate-area,  which  is  3*24  square  feet.  The 
working  pressure  is  180  lbs.  per  square  inch. 

The  cylinders  are  7  inches  in  diameter,  with  a  stroke  of 
inches.  There  are  four  coupled  22-inch  wheels,  on  a  wheel-base 
of  3  feet.  The  weight  on  the  leading  wheels  is  3*6  tons,  on  the 
trailing  wheels  3*8  tons;  total  weight,  7*4  tons.  The  gauge  is 
22  inches.'*' 


Aspinall. 

Shunting  engines  of  18-inch  gauge  are  employed  by  Mr.  John 
A.  F.  Aspinall  at  the  Horwich  Locomotive  Works  of  the  Lancashire 
and  Yorkshire  Railway,  for  the  movement  of  moderately  heavy 
weights  from  workshop  to  workshop,  over  a  large  area  of  ground, 
laid  out  with  tramways  of  18-inch  gauge.  These  tramways, 
which  have  already  been  described  (page  292),  comprise  several 
miles  of  way.  The  works  are  on  practically  level  ground,  and  in 
virtue  of  the  narrowness  of  the  gauge,  there  are  facilities  for  passing 
in  and  out  of  the  narrow  doorways  of  the  workshops,  on  quick 
curves  which  are  not  greater  than  13  feet  in  radius. 

The  locomotives  employed  (Fig.  303),  were  designed  and 
constructed  by  Mr.  Aspinall.  They  are  four-wheel  coupled, 
similar  to  those  of  Mr.  Geoghegan  (page  475).  The  cylinders 
are  5  inches  in  diameter,  with  6  inches  of  stroke ;  the  wheels 
are  idj  inches  in  diameter,  on  a  wheel-base  of  2f  feet.  The 
frame  is  7  feet  4J  inches  long  ;  the  extreme  width  of  the 
engine  is  3  feet.  The  boiler  is  of  steel,  cylindrical,  2^  feet 
in  diameter,  5  feet  2  inches  long;  containing  an  iron  cylindrical 
fire-box,  17  inches  in  diameter,  2J  feet  long,  and  55  tubes  in 
sequence,  if  inches  in  outside  diameter.  The  fire-grate  is  about 
I  foot  long,  and  has  an  area  of  i’78  square  feet.  The  heating  sur- 
lace  of  the  fire-box  is  10*42  square  feet;  of  the  tubes,  36*12  feet ; 
together  46*54  square  feet,  or  26*1  times  the  grate-area.  The 

*  See  a  paper  by  Mr.  Samuel  Geoghegan,  “  Description  of  Tram¬ 
ways  and  Rolling  Stock  at  Guinness’s  Brewery,”  in  the  Proceedings 
of  the  Institution  of  Mechanical  Engineers ,  July,  1888,  page  327. 


ASPINALUS  LOCOMOTIVE 


All 


capacity  of  the  tank  is  26^  gallons.  The  working  pressure  is 


170  lbs.  per  square  inch.  The  weight,  empty,  is  2*80  tons;  full, 
and  in  working  order,  3*19  tons.  The  tractive  force  is  computed 


478 


MECHANICAL  POWER  ON  TRAMWAYS. 


as  1,412  lbs.,  or  9*22  lbs.  per  pound  of  effective  pressure  per 
square  inch  on  the  piston.  The  height  of  the  horizontal  centre¬ 
line  of  the  boiler  is  2  feet  9J  inches.  The  top  of  the  chimney  is 
7  feet  4J  inches  high  above  the  level  of  the  rails. 


Perrett. 

Mr.  Edward  Perrett  arranged  a  steam  car,  Figs.  304,  305,  in 
which  the  machinery  is  placed  horizontally  under  the  frame,  and 
two  vertical  steam-boilers  are  placed  on  the  platform,  one  at  each 
end  of  the  car,  and  connected  together.  The  weight  is  thus 
equally  distributed,  and  the  car  may  be  run  either  end  foremost. 
The  car  runs  on  eight  wheels,  and  weighs  8  tons  when  loaded,  of 
which  5  tons  rest  on  the  four  middle  wheels,  which  are  driven  by 
the  engine,  and  3  tons  is  divided  between  the  fore  pair  and 
aft  pair  of  wheels.  These  wheels,  fore  and  aft,  are  arranged  as 
Bissell  trucks,  radiating  outwards  on  pivots,  and  they  are  con¬ 
trolled  at  either  end  by  steering  gear,  so  that  the  car  may  be  taken 
with  facility  off  the  road,  on  to  a  branch,  or  vice  versa.  The  fixed 
wheel-base — that  of  the  driving  wheels — is  4  feet,  and  the  total 
wheel-base  is  17  feet.  The  two  cylinders  are  6  inches  in 
diameter,  with  a  stroke  of  9  inches ;  the  coupled  driving  wheels 
are  27  inches  in  diameter,  and  the  bogie  wheels  are  18  inches. 
The  steam  boilers,  on  Broadbent’s  system,  are  25P  inches  in 
diameter  outside,  and  6  feet  long  ;  the  fire-box  is  2oh  inches 
diameter  at  the  grate,  giving  2*27  square  feet  of  grate-area  for 
each  boiler. 

An  experimental  steam  car  was  constructed  on  this  system, 
with  5-inch  cylinders,  and  an  8-inch  stoke  ;  27-inch  driving  wheels 
at  4-feet  centres,  and  19-inch  bogie  wheels,  at  14-feet  centres; 

I  *60  square  feet  of  grate  for  each  boiler;  total  weight,  8  tons,  of 
which  5  tons  was  driving  weight.  It  was  publicly  tried  in  May, 
1876 ;  and  it  is  reported  that  the  car  ran  easily  on  a  circular  line 
of  35  feet  radius,  to  a  gauge  of  4  feet  8J  inches,  with  a  pressure 


PERRETTS  STEAM  CAR. 


479 


of  90  lbs.  per  square  inch  in  the  boiler,  cutting  off  at  5-8ths  of  the 


stroke;  though  it  was  necessary  to  get  up  the  pressure  to  120 lbs. 


Fig.  304.  Bissell  Bogie  Steam  Car,  by  Mr.  Edward  Perrett,  1876.  Scak 


480 


MECHANICAL  POWER  ON  TRAMWAYS. 


per  square  inch  before  starting  again.  With  a  pressure  of  1 20  lbs.  the 

car  could  start  on  an  incline  of  i  in  30. 

A  car  of  this  type,  Fig.  306,  was 
constructed  by  Messrs.  Manlove, 
Alliott,  Fryer  &  Co.,  Nottingham,  for 
the  Dublin  and  Lucan  Tramway.  The 
cylinders  are  7  inches  in  diameter, 
with  a  stroke  of  9  inches,  and  four 
coupled  27-inch  wheels,  4J  feet  apart 
between  centres.  The  total  wheel¬ 
base,  including  the  Bissell  trucks,  one 
at  each  end,  is  17  J  feet.  The  car  in 
working  order,  without  passengers, 
weighs  9  tons.  A  series  of  tests  of 
this  car  were  made  on  an  endless 
tramway,  3  feet  in  gauge,  a  quarter 
of  a  mile  in  length,  on  the  premises 
of  Messrs.  Manlove  &  Co.,  to  prove 
the  amount  of  the  gross  resistance. 
Indicator-diagrams  were  taken  from 
the  engines,  yielding  the  following 
results  : — 

On  a  straight  line,  with  ascending 
gradients  of  i  in  57  and  i  in  22,  the 
indicator  frictional  resistances,  after 
allowing  for  the  resistance  of  gravity, 
were,  at  4  miles  per  hour,  at  the  rate 
of  35  lbs.  and  36  lbs.  per  ton  on  the 
two  gradients  respectively ;  and  at 
8  miles  per  hour,  41  lbs.  and  39  lbs. 
On  a  curve,  of  60  feet  radius,  on  a 
level,  the  resistances  were  81  lbs.  and 
96  lbs. ;  going  up  an  incline  i  in  41, 
Fig.  305.  Mr.  Penett’s  Steam  they  were  50  lbs.  and  75  lbs.;  up 

I  in  33,  they  were  65  lbs.  and  84  lbs. 
per  ton.  The  mean  results  may  be  taken  thus : — 


PERRETT'S  STEAM  CAR 


481 


Steam  car. 

Straight  line,  frictional  resistance  . 
Curve,  60  feet  radius,  frictional 
resistance  .  .  .  .  . 


4  miles  per  hour. 

36  lbs.  per  ton 
65  lbs.  „ 


8  miles  per  hour. 

40  lbs.  per  ton. 
85  lbs.  „ 


Here  it  appears  that  the  resistance  on  a  curve  of  60  feet  radius  is, 
in  round  numbers,  double  the  resistance  on  a  straight  line.  This 
result  compares  unfavourably  with  the  result  of  trials  for  the  trac- 

I  I 


hiG.  306.  Steam  Car,  by  Mr.  R.  Perrett,  for  the  Dublin  and  Lucan  Tramway 


482 


MECHANICAL  POWER  ON  2R  AM  WAYS. 


tional  resistance  of  a  passenger-car  on  the  same  line  of  way,  page 
405,  where  it  was  deduced  that  the  straight-line  resistance  of  a 
car  was  little  more  than  doubled  even  on  a  curve  of  22  feet  radius. 
It  is  probable  that  the  greater  resistance  of  this  steam-car  is  attri¬ 
butable  not  alone  to  the  working  of  the  propelling  machinery  as 
such  ;  but  also  to  the  spread  and  the  arrangement  of  the  wheel 
system.  The  fuel — gas  coke — for  a  run  of  6  miles,  at  a  speed  of 
8  miles  per  hour,  was  consumed  at  the  rate  of  17  lbs.  per  mile,  or 
nearly  2  lbs.  per  ton-gross  per  mile.  Of  course,  the  great  and 
unequal  resistance  of  inclines  and  curves  contributed  to  the  caus¬ 
ing  of  so  considerable  a  consumption  of  fuel. 

This  steam  car  was  set  to  work  on  the  Dublin  and  Lucan 
Tramw'ay,  on  June  6,  1881,  working  between  Dublin  and 
Chapelizod,  a  length  of  two  miles,  making  13  double  trips,  equal 
to  52  miles  per  day.  The  car,  weighing  9  tons  empt}^  weighs 
with  I J  tons  of  passengers,  the  average  load  loj  tons-gross.  The 
fuel  consumed  per  day  is  6  cwt.  of  gas  coke,  including  the  fuel 
consumed  for  getting  up  steam,  equivalent  to  i'3  lb.  per  ton-gross 
per  mile.  This  comparatively  high  rate  of  consumption  may  be 
accounted  for,  to  some  extent  at  least,  by  the  unfavourable  con¬ 
ditions  under  which  the  work  was  done.  The  car  makes  but  one 
double-trip  or  4-mile  run  in  each  hour.  In  fact,  the  2-mile  trip 
was  made  in  10  minutes,  and  the  car  was  at  rest  for  forty  minutes 
in  each  hour. 


Brown. 

Mr.  A.  Brown,  of  Winterthur  (Switzerland),  designed  a  steam 
car  for  tramways,  on  the  principle  of  Mr.  R.  F.  Fairlie’s  double¬ 
bogie  railway  steam-carriage.  An  illustration  of  his  original  design 
was  published  in  Engineer  mg,  for  March  31,  1876.  He  constructed 
a  steam-car  on  the  same  .system,  on  a  somewhat  modified  design, 
which  was  put  to  work,  in  1877,  on  the  Lausanne  and  Echellens 
Branch  Railway — a  “  Chemin  de  Fer  Regional  ” — for  local  traffic, 
constructed  to  a  gauge  of  i  metre,  8*86  miles  in  length,  and  laid 


BROWiYS  STEAM  CAR. 


483 


on  the  common  road,  which  inclines  upwards  from  Lausanne  to 
Echellens.  The  ruling  inclines  are  heavy  ;  they  are  as  follows  : — 


Yards. 

I  in  28  for  545 

I  in  40  „  578 

I  in  31  „  236 

I  in  25  „  655 


2,014 

The  minimum  radius  is  100  metres,  or  330  feet ;  in  stations,  it  is 
60  metres,  or  200  feet. 

The  car,  Figs.  307,  308  and  309,  is  supported  at  each  end  by  a 
four-wheel  swivelling  bogie.  The  engine  with  its  boiler  complete  is 
supported  on  one  of  the  bogies,  the  wheels  of  which  are  coupled, 
and  constitute  the  driving-wheels ;  the  locomotive  is  lodged  in 
one  end  of  the  car,  where  it  is  wholly  masked  by  the  surrounding 
portion  of  the  car,  and  is  free  to  revolve  on  its  axis. 

The  cylinders  are  horizontal,  and  are  above  the  foot-plate. 
The  valve-chests  are  below  the  cylinders,  and  so  these  are  kept 
clear  of  condensation- water.  The  piston-rods  each  work  a  vertical 
rocking  beam,  from  the  lower  ends  of  which  the  wheels  are  driven 
by  connecting-rods.  This  arrangement  is  employed  for  the  sake 
of  keeping  most  of  the  working  machinery  out  of  the  way  of  dust. 
The  valve-gear  consists  of  a  combination  of  levers  and  rods 
worked  off  the  connecting-rod, — in  which  excentrics  and  straps 
are  dispensed  with. 

The  main  framing  of  the  car  is  of  joist  iron,  at  such  a  level  that 
the  floor  of  the  car  is  only  19  inches  above  the  level  of  the  rails. 
The  car  is  divided  into  three  portions — the  saloon  furnished  with 
longitudinal  seats,  upholstered,  for  24  passengers  ;  the  pavilion  at 
the  hind  end,  over  the  hind  bogie,  as  a  smoking  department  for 
7  passengers  ;  and  the  upper  story,  or  imperial,  to  which  a  stair¬ 
case  leads  from  the  pavilion,  with  seats  for  30  passengers.  Thus 
accommodation  is  provided  for  61  passengers  in  all. 

The  following  are  the  leading  dimensions  of  the  steam  car : — 


I  I  2 


484 


ME  C/I  A  NIC  A  L  POIVE  R 


ON  TRAMWAYS. 


Fig.  308.  Mr.  Brown’s  Steam  Car.  Plan. 


486 


MECHANICAL  POWER  ON  TRAMWAYS, 


Car : — 

Feet.  Inches. 

Length  over  all 

.  42 

Extreme  breadth 

•  7  9^ 

Height  .  .  .  .  • 

.  14  I 

Diameter  of  bogie-wheels  of  car 

-  I  5l 

Wheel-base  of  bogie  . 

.  4  0 

Distance  between  centres  of  bogie 

s  . 

•  30  4f 

Engine  : — 

Diameter  of  steam-cylinders 

.  0  61 

Length  of  stroke 

I  0 

Diameter  of  coupled  wheels 

Length  of  wheel-base 

.  4  I 

Diameter  of  boiler 

•  2  3J 

Length  of  flue-tubes  . 

•  4  7 

Square  feet. 

Area  of  fire-grate 

•  2-35 

Heating  surface  : — Fire-box 

20 

Tubes  . 

.  130 

Total 

.  150 

Pressure  of  steam  in  boiler  (per  square 

inch)  180  lbs. 

Capacity  of  water-tanks  . 

• 

.  130  gallons. 

Do.  coal-bunkers  . 

• 

5  cwt. 

Weight : — 

Tons. 

Engine,  empty  .... 

• 

5 

Do.  in  working  order  . 

• 

6 

Car,  empty  .... 

» 

Engine  and  empty  car 

» 

ii^ 

Total  weight  in  working  order. 

with  61 

passengers,  and  luggage 

• 

16 

Driving  weight,  when  the  car 

is 

fully 

loaded  ..... 

• 

10 

Net  weight  of  engine  and  car,  in  working 

order,  per  passenger  ....  3-77  cwt. 
Maximum  load  per  driving  axle  .  .  5 

do.  do.  per  free  axle  .  .  .  3 

On  Sundays,  600  persons  have  been  carried  in  eight  trips, 
or,  75  passengers  at  a  time.  The  greatest  number  taken  at  a 
time  was  120.  It  is  stated  that  the  ordinary  speed  was  about 


BROWN'S  STEAM  CAR. 


487 


9  miles  per  hour,  but  speeds  of  about  19  miles  per  hour  have  been 
attained  on  a  level.  The  car  may  be  stopped  on  the  steepest 
gradients  within  from  16  to  20  feet.  It  is  reported  that  the  engine 
has  never  slipped  her  wheels,  even  in  the  most  unfavourable 
weather — in  snow,  ice,  or  fog.  The  fuel,  Saarbruck  coal,  has  been 
consumed  at  the  rate  of  ii^  lbs.  per  mile,  or  72  lb.  per  ton-gross 
per  mile.  The  daily  expenses  for  working  the  steam-car  at  Lau¬ 
sanne,  doing  29  miles  per  day,  have  been  as  follows : — 


Per  day. 

S 


A 


I  engine-driver  . 
I  stoker 
I  conductor 
Coal  (3  cwt.) 
Cirease,  oil,  &c.  . 


Or,  7'7d.  per  mile-run. 


It  is  stated  that  if  the  steam-car  were  worked  over  a  nearly 
level  road,  it  could  easily  make  80  miles  a  day,  at  a  daily  expense 
of  25s.,  equivalent  to  3fd.  per  mile  run.  But  in  this  charge  there 
is  no  element  for  maintenance.  The  price  of  the  steam-car  is 
£i,ooo.'^' 

Independent  engines  of  the  same  type  have  been  constructed 
by  Messrs.  R.  and  W.  Hawthorn,  as  shown  in  Fig.  310.  The  cylin¬ 
ders  are  5^  inches  in  diameter,  and  have  iif  inches  of  stroke. 
The  wheels  are  made  from  2  feet  to  2  feet  4  inches  in  diameter, 
on  a  wheel-base  of  5  feet.  The  pressure  in  the  boiler  is  220  lbs. 
The  steam  is  condensed  in  tubes  placed  overhead.  The  weight 
of  the  engine  with  coal  and  water  is  6 1  tons. 

Engines  of  this  class  have  been  working  at  Strasburg,  at  a  cost 
of  about  5d.  per  mile-run.  At  Hamburg  the  cost  was  4id.  per 
mile-run.  The  engines  have  also  been  at  work  on  the  Sunderland 
tramways,  where  they  can  take,  when  required,  two  cars  loaded 
with  goods,  weighing  6J  tons-gross,  up  gradients  of  i  in  25  and 

*  The  above  particulars  of  the  steam-car  are  taken  from  Eftgineer- 
ing,  for  August  10,  1877,  p.  108. 


488 


MECHANICAL  POWER  ON  2R  AM  WAYS. 


I  in  1 8.  The  condensing  power  is  increased  in  the  more  recently- 
made  engines,  with  a  view  to  reducing  the  back  pressure  and 
suppressing  all  the  exhaust  steam,  even  on  the  severest  inclines. 


QJ 

u 

7} 


t/3 

:n 

in 

<v 

u-i 


CJ 

> 


o 

o 

o 

rt 

s 

rt 

H 

6 

ro 

6 

Lx^ 


Mr.  W.  R.  Rowan,  of  Copenhagen,  designed  a  steam-car  for 
tramways,  Fig.  31 1,  resembling  Mr.  Fairlie’s  steam  carriage,  and 
Mr.  Brown’s  car,  in  general  arrangement. 

But  Mr.  Rowan,  not  recognising  the  principle  of  Mr.  Fairlie’s 
steam  carriage,  reverted  to  the  American  railway  carriage,  or 


ROJrAN'S  STEAM  CAR, 


489 


car,  for  his  prototype,  ‘‘  the  body  resting  on  two  bogies  or 
under-carriages”  ;  and  “with  a  view  of  affording  a  suitable  place 
in  which  the  engine  may  stand,”  he  naively  explained  that  the 
])in  of  one  of  the  bogies  is  made  hollow  and  enlarged  to  several 
feet  in  diameter,  instead  of  being  a  mere  pin  of  metal,  and  in  this 
hollow  pin  is  fixed  the  engine,  which  acts  directly  upon  the  bogie- 
wheels  underneath,  and  thus  sets  the  whole  carriage  in  motion. 
It  is  evident  that  the  enlargement  of  the  bogie-pin  will  not  affect 
the  revolving  movement  of  the  carriage  body  upon  it ;  nor  will 
the  engine  in  this  position  interfere  with  the  arrangements  for 
ascending  or  descending  to  or  from  the  upper  seats  of  the  car  at 
either  end.”  ''' 

There  need  not  be  any  doubt  of  the  feasibility  of  the  system. 


Fjg.  3 1 1.  DoubJe-Bogie  Steam  Car,  by  Mr.  AV.  R.  Rowan,  1877. 

Scale  yyj. 


It  was  amply  tested  on  a  working  scale  by  Mr.  Fairlie  many  years 
ago.  The  engine  may  be  readily  detachable  from  the  body  of  the 
car,  when  required,  by  the  aid  of  a  temporary  crutch  lowered  to 
support  the  free  end  of  the  car. 

Mr.  Rowan  condensed  the  exhaust  steam  by  surface-condensa¬ 
tion  in  a  sheet-iron  chamber,  which  is  traversed  by  a  number  of 
tubes,  either  flat  or  round,  from  end  to  end.  The  steam  was 
exhausted  into  the  chamber  surrounding  the  tubes ;  and  was  con¬ 
densed  by  currents  of  cold  air  from  a  fan  driven  through  the 
tubes  on  its  way  to  the  furnace.  By  this  means,  the  air  might  be 
heated  to  190°  or  200°  F.,  whilst  the  steam  was  effectively  con¬ 
densed,  and  the  condensation  water  was  pumped  again  into  the 

*  The  Employment  of  Mechanical  Motors  on  IVanizvays.  By 
W.  R.  Rowan,  C.E.,  1877. 


490 


MECHANICAL  POWER  ON  7R  AM  WAYS. 


boiler.  Mr.  Rowan  considered  that  from  i,ooo  to  2,000  square 
feet  of  condensing  surface  was  sufficient  for  an  engine  of  from  15 
to  25  horse-power. 

The  steam-car  last  constructed  by  Mr.  Rowan  was  32  feet  long 
over  all,  built  of  teak,  excepting  the  side-soles  and  the  roof.  It 
was  made  to  seat  60  passengers  inside  and  outside.  The  only 
entrance  is  at  the  hinder  end.  The  engine  was  capable  of  work¬ 
ing  to  18  horse-power,  with  a  pressure  in  the  boiler  of  150  lbs. 
per  square  inch.  The  cars  easily  passed  on  curves  of  45  feet  radius, 
and  could  surmount  a  gradient  of  i  in  20.  The  total  weight  of  the 
car  and  engine  was  5  tons.  Mr.  Rowan  gives  the  following 
comparative  statement  of  the  “working  elements  ”  of  a  horse-car, 
a  car  drawn  by  a  separate  engine,  and  his  steam-car  : — 


Comparative  “Working  Elements’’  for  Horse-Power 
AND  Steam-Power,  on  Tramways. 


"Working  elements, 

1 

Horse-car. 

Car  drawn 
by  a  separate 
engine. 

Steam-car. 

! 

Number  of  passengers 

40 

40 

60 

Do.  servants 

2 

2 

2 

Length  of  street  occupied  . 
Gross  weight,  including  pas- 

35  feet 

35  feet 

32  feet 

sengers  .... 

si  tons 

9^  tons 

9I  tons 

Weight,  without  passengers 

01  ,, 

5 

Maximum  weight  on  anv 

wheel,  with  gross  load 

i*375  .. 

i’375  M 

1-50  ,, 

Maximum  weight  on  any 

wheel,  without  load  . 

'625 

I ‘000  ,, 

roo 

Dead  weight  per  passenger 

cwt. 

3  cwt. 

cv^t. 

Greatest  weight  on  driving- 

wheels,  with  full  load 

— 

4  tons 

6  tons 

Greatest  weight  on  driving- 

wheels,  without  load 

— 

4 

4 

Horse-power  for  haulage 

2  h.p. 

18  h.p. 

18  h.p. 

Steepest  working  gradient 

for  long  runs  . 

I  in  80 

I  in  40 

I  in  20 

1 

On  the  results  of  the  trials  of  his  steam-car,  Mr.  Rowan  based 
an  estimate  of  the  comparative  cost  of  working  tramway  traffic  on 
his  system,  and  by  ordinary  horse-traction,  assuming  that  the 


7^0 IVAN'S  STEAM  CAR, 


491 


saving  in  tear  and  wear  of  stock  on  his  system  is  balanced  by  the 
increase  in  the  wear  of  the  road,  and  leaving,  therefore,  these 
causes  of  expenditure  out  of  the  account  : — 


(i)  Steam- cars.- 

—Daily  Expenses. 

Kroner. 

S. 

(1. 

I  engineman 

.  7-50  or 

8 

3'> 

f  reserve  do 

.  ro8  ,, 

I 

3 

j  cleaner 

.  ri2  ,, 

I 

3h 

Coke  .... 

.  9*00  ,, 

10 

0 

Oil,  tallow,  waste,  &c.  . 

.  1-50  ,, 

I 

8 

Sundry  petty  expenses  . 

.  2-30  ,, 

2 

6 

22*50  ,, 

25 

0 

Allowing  a  day’s  work  of  12  Danish  miles,  or  ^6’i6  English 
miles,  the  expenses  are  equivalent  to  5*3 4d.  per  English  mile,  or 
to  ’OQd.  per  passenger  per  mile. 

(2)  Horse-cars. — Daily  Expenses. 

The  cost  for  horse-power  to  the  Copenhagen  Tramway  Com¬ 
pany,  in  1874,  amounted  to  2’ 10  kroner  per  Danish  mile,  or  6d. 
per  English  mile ;  for  a  car  seated  for  40  passengers,  equivalent 
to  •i5d.  per  passenger  per  mile. 

From  these  statements,  it  appears  that  the  expense  of  working 
with  the  steam-car  would  be  absolutely  less  by  '66d.,  or  12^  per 
cent.,  and  that  per  passenger  it  would  be  less  by  40  per  cent., 
supposing,  of  course,  that  full  loads  were  taken  in  each  case. 

More  recently  (1891 — 93),  Rowan’s  steam-car  has  been  in  use 
on  a  line  at  Stockholm,  having  gradients  of  7  per  cent.,  or  i  in  14. 
It  contains  a  6-ton  motor  working  up  to  14  atmospheres  (200  lbs. 
per  square  inch),  and  carries  from  30  to  50  passengers.  The 
total  weight  available  for  adhesion  is  ii  tons,  and  develops  a 
tractive  force  of  1,000  kilogrammes,  equal,  at  8  kilometres  per 
hour,  to  30  horse-power.  The  first  cost  of  such  a  steam-car  is 
about  j£8oo  at  the  works.  The  Rowan  steam-car  is  also  used  on 
seven  other  light  railways  in  Sweden,  and  on  suburban  lines  at 
Copenhagen,  Berlin,  Saarbriicken,  Moscow,  Paris,  Tours,  L)^ons, 
and  Marseilles.  These  lines  are  for  the  most  part  level. 


CHAPTER  III. 


CALCULATION  OF  STEAM  LOCOALOTIVE  POWER 

ON  TRAMWAYS. 

When  the  effective  mean  pressure  in  the  cylinders  of  a  locomo¬ 
tive,  of  which  there  are  iisiiolly  two,  is  known,  the  tractive  force  at 
the  rails  is  readily  estimated  in  terms  of  that  force,  and  the  dimen¬ 
sions  of  the  machinery. 

Take  the  case,  nearly  universal,  of  two  cylinders  connected 
directly  to  the  driving-wheels  and  their  axle.  The  pressure  deve¬ 
loped  in  the  pair  of  cylinders  is  thus  expressed  by  the  equivalent 
pressure  or  tractive  force,  as  at  the  rails  : — 

d~  L  p 


T 


D 


( ■ ) 


Reversely,  the  effective  mean  pressure  on  the  pistons,  equivalent 
to  a  given  tractive  force  at  the  rails,  is  expressed  by  the  formula — 


P  = 


D  T 
(P  L 


(O 


d  =  the  diameter  of  the  cylinders,  in  inches. 

L  =  the  length  of  the  stroke,  in  inches. 

D  =  the  diameter  of  the  driving-wheels,  in  inches. 
p  —  the  effective  mean  pressure  on  the  pistons,  in  lbs.  per 
square  inch. 

T  =  the  equivalent  tractive  force  at  the  rails,  in  lbs. 

That  is  to  say : — To  find  ike  traciivc  force — Multiply  the  square  of 
the  diameter  of  the  pistons,  in  inches,  by  the  length  of  the  stroke, 
in  inches,  and  by  the  effective  mean  pressure  on  the  pistons  in 
pounds  per  square  inch  ;  and  divide  the  product  by  the  diameter 


CALCULATION  OF  STEAM  POUEK. 


493 


of  the  driving-wheels,  in  inches.  The  quotient  is  the  equivalent 
force,  as  tractive  force,  at  the  rails,  in  pounds.  * 

To  find  the  efi^ective  mean  pressw'e. — Multiply  the  diameter  of 
the  driving-wheel,  in  inches,  by  the  total  equivalent  tractive  force 
at  the  rails,  in  pounds ;  and  divide  the  product  by  the  square  of 
the  diameter  of  the  cylinders,  in  inches,  and  by  the  length  of 
stroke,  in  inches.  The  quotient  is  the  effective  mean  pressure  in 
pounds  per  square  inch. 

It  is  understood,  of  course,  that  so  much  of  the  power  developed 
in  the  cylinders,  as  is  necessary  to  overcome  the  resistance  of  the 
machinery  of  the  engine,  is  intercepted  and  consumed  ;  and  that 
only  the  balance  of  the  power  is  available  for  tractional  action  at 
the  rails,  and  there  exerted.  But,  for  the  sake  of  reducing,  for 
purposes  of  estimation,  all  the  resistances  of  the  engine,  as  well  as 
those  of  the  car,  to  one  standard  for  measurement,  the  whole  of 
the  steam-power  in  the  cylinders,  as  measurable  by  the  indicator, 
is  reduced  to  an  equivalent  tractional  force  at  the  rail. 


Effective  Mean  Pressures  in  the  Cylinders. 


Period  of 

\  admission  in  parts 
of  tlie  stroke. 

Effective  mean  I 
pressure  in  parts  1 
of  the  maximum 
pressure. 

Period  of 
admission,  in 
fractions  of 
the  stroke. 

t 

Effective  mean 
pressure,  in  parts 
of  maximum 
pressure. 

Per  cent. 

Per  cent. 

10 

15 

I - I 0th 

i-7th  fully 

I2I 

20 

i-8th 

I -5  th 

15 

1/12 

24  \ 

28  \ 

i-6th 

I -4th  1 

20 

32 

i-5th 

1-^rd  i 

25 

40 

46  ) 

I -4th 

i-?th 

30 

I -3rd 

i-2nd 

35 

52  ^ 

40 

57 

— 

— 

45 

62 

— 

- — 

50 

67 

i-2nd 

2-3rds 

1  55 

72 

— 

— 

60 

77 

I  — 

— 

65 

81 

!  2-3rds 

4-5  ths 

70 

85 

— 

75 

89 

3-4ths 

9-ioths 

494 


J/ECBAN/CAL  POWER  ON  TRAMWAYS, 


The  effective  mean  pressure  in  ordinary  steam-cylinders,  non 
condensing,  worked  by  ordinary  valves  and  link-motion,  is  given 
in  the  annexed  table,  for  various  periods  of  admission,  of  from 
lo  per  cent,  to  75  per  cent,  of  the  stroke,  and  for  maximum  pres¬ 
sures  in  the  cylinder  of  from  60  lbs.  per  square  inch  to  150  lbs. 
per  square  inch.''' 

The  proportion  of  the  adhesion-weight,  or  driving-weight,  of  the 
engine,  which  measures  the  force  of  adhesion,  available  for  traction, 
is  very  variable — from  one-fifth  in  dry  weather,  according  to  the 
author’s  experiments  on  the  adhesion  upon  railways,  to  one-ninth 
in  damp  weather,  when  the  rails  may  be  slippery.  To  keep  within 
the  limits  of  one-ninth,  in  the  proportioning  of  engines  to  their 
work,  ensures  the  working  the  engine  in  all  states  of  the  weather ; 
but  a  larger  fraction  may  wisely  be  assumed  for  the  purposes  of 
general  estimates,  particularly  as  the  aid  of  dry  sand  dropped  on 
the  rails  may  be  invoked,  when  necessary,  for  the  increase  of  the 
adhesive  force.  A  fraction  of  one-eighth  may  safely  be  adopted. 

The  influence  of  gradients  on  the  resistance  to  traction,  is  easily 
calculated  by  multiplying  the  gross  load  by  the  fraction  which 
expresses  the  rate  of  inclination.  The  product  is  the  amount  by 
which  the  resistance  is  increased  in  ascending  a  given  gradient ; 
or,  on  the  contrary,  reduced  in  descending  the  gradient.  To 
exemplify  the  effect  of  an  ascending  gradient  in  increasing  the 
resistance,  and  reducing  the  available  gross  load,  take  such  gra¬ 
dients  as  are  equivalent  to  30  lbs.  per  ton,  and  it  multiplies 
thus : — 


Gradient.  Resistance  due  to  gravity. 


I 

in 

75 

or 

I '33  per  cent. 

30 

lbs.  per  ton 

I 

in 

37 

270 

60 

lbs.  ,, 

I 

in 

25 

J) 

4-00 

90 

lbs.  ,, 

1 

in 

00 

5’40 

120 

lbs.  ,, 

I 

in 

15 

6-66  ,, 

150 

lbs.  ,, 

Taking,  as  before  adopted,  a  resistance  of  30  lbs.  per  ton,  as  the 
normal  resistance  on  a  level,  the  resistance  is  30  lbs.  more,  or  is 

*  This  table  is  copied  from  the  author’s  work  on  Railway  Ala- 
chinery^  1855?  page  116. 


CALCULATION  OF  STEAM  POWER. 


495 


doubled,  for  an  ascending  gradient  of  i  in  75 ;  and  the  gross  load 
that  can  be  drawn  up  the  incline,  by  a  given  force  of  traction,  is 
halved  : — 


On  a  level  the  available  gross  load  is  as  .  .1 

On  an  incline  of  i  in  75,  it  is  as  .  .  .4 

,,  I  in  37  •  •  -5 

,,  I  in  25  ,,  .  .  .  f 

,,  I  in  18J  ,,  .  .  .4 

,,  I  in  15  ,,  .  .  .  ^ 

As  the  tramway  engine  traverses  the  line  in  both  directions,  the 
work  done  on  each  section  of  the  line,  whether  level  or  inclined, 
may,  for  general  purposes,  be  taken,  when  averaged  for  both 
directions,  to  be  the  same  as  the  work  done  on  a  level ;  and  it  may 
be  assumed  that  the  average  period  of  admission  of  the  steam  to 
the  cylinder  is  50  per  cent,  or  half-stroke.  The  average  initial 
pressure  in  the  cylinder  may  therefore  be  assumed  as  that  due  to 
the  effective  mean  pressure  that  is  equivalent  to  the  resistance  on 
a  level. 

From  the  foregoing  rules  and  data,  the  quantity  of  steam  con¬ 
sumed  may  be  calculated  for  a  given  distance — per  mile-run,  for 
instance  ;  and  thence, — in  terms  of  the  relative  volume  of  steam, — 
the  quantity  of  water  evaporated,  and  the  quantity  of  fuel  to  be 
consumed.  The  volume  of  steam  consumed  for  a  stroke  of  one 
piston  is  half  the  capacity  of  one  cylinder ;  and  there  are  four 
halves,  or  two  cylinders,  full  of  steam,  consumed  for  one  turn  of 
the  driving-axle  ;  or. 

Steam  consumed  per  turn  in  cubic  inches, 

7854  ^2’“  X  L  X  2  ; 

=  1*5708  d~  .  .  .  .  .  •  ('^) 

d  =  the  diameter  of  the  piston,  in  inches. 

L  =  the  length  of  the  stroke,  in  inches. 

D  =  the  diameter  of  the  driving-wheel,  in  feet, 
s  =  the  volume  of  steam  consumed,  in  cubic  feet,  per  mile. 

The  quantity  of  steam,  in  cubic  inches,  consumed  per  mile  is 


49& 


MECHANICAL  POWER  ON  7R  AM  WAYS. 


equal  to  the  quantity  {a),  multiplied  by  the  number  of  turns  made 

in  a  mile,  or  by  product  be  divided  by  1728, 

3-1416  D  J  !  ’ 

the  quotient  is  the  number  of  cubic  feet  consumed  per  mile.  But 
an  addition  is  to  be  made  for  the  usual  proportion  of  steam  con¬ 
densed  in  the  cylinder— 12  per  cent,  of  the  indicated  quantity, 
when  the  steam  is  cut  off  at  half-stroke — and  the  total  quantity  of 
steam  actually  consumed  is  as  follows  : — 


I '5708  X  5280 

S  —  o  -  .  X 


s  = 


1728  X  3’I4i6  d 
1-71  L 


I  I  2 

100 


D 


or, 


(  3  ) 


That  is  to  say: — To  find  the  average  volume  ofi  steam  actually  con¬ 
sumed  per  mile,  cut  off  at  an  average  of  half  the  stroke — Multiply 
the  square  of  the  diameter  of  the  cylinder  in  inches  by  the  length 
of  the  stroke  in  inches,  and  by  1*71  ;  and  divide  the  product  by 
the  diameter  of  the  driving-wheels  in  feet.  The  quotient  is  the 
average  volume  ofj  steam  consumed  per  mile. 

The  equivalent  quantity  of  water  required  to  be  evaporated  to 
form  the  steam  thus  calculated  is  found  by  dividing  the  volume  of 
the  steam  by  its  relative  volume  ;  that  is,  its  volume  compared 
with  that  of  the  water  of  which  it  consists.  Thus  : — 


w  =: 


I '7 1  d“  L 


D  X  rel.  vol. 


(4) 


w  =  the  average  volume  of  water  evaporated,  in  cubic  feet, 
per  mile. 

'To  express  the  volume  of  the  water  in  gallons,  multiply  the 
value  (4)  by  6-2355,  the  number  of  gallons  in  a  cubic  foot. 
Thus  : — 


-  —  6-2355  X  d-  L 


W  r=  — 


W  = 


D  X  rel.  vol. 
10-7  d~  L 


;  or 


D  X  rel.  vol. 


5  ) 


w  the  average  volume  of  water  evaporated,  in  gallons,  per  mile. 


CALCULATION  OF  STEAM  1^0  HER. 


497 


That  is  to  say: — To  find  the  average  volume  of  zvater  as  steam 
consumed  per  mile,  cut  ojf  at  an  average  of  half  the  stroke — i.  In 
CUBIC  FEET.  Multiply  the  square  of  the  diameter  of  the  cylinders 
in  inches,  by  the  length  of  the  stroke  in  inches,  and  by  1*71  ;  and 
divide  the  product  by  the  diameter  of  the  driving-wheels  in  feet, 
and  by  the  relative  volume  of  the  steam.  The  quotient  is  the 
volume  of  water  in  cubic  feet. 

2.  In  GALLONS.  Perform  the  same  calculation  as  the  preceding, 
except  that  the  multiplier  107  is  to  be  employed  instead  of  171. 
The  quotient  is  the  volume  in  gallons. 

To  facilitate  such  calculations,  particulars  of  the  volume  and 
den.sity  of  saturated  steam  are  given  in  the  following  table, 
abstracted  from  the  author’s  larger  table. 

Density  and  Volume  of  Saturated  Steam. 


Pressure  per 
square*  inch  above 
the  atmosphere. 

Density,  or 
weight  of  one 
cubic  foot. 

Volume  of  one 
pound  of  steam. 

Relative  volume,  or 
cubic  feet  of  steam 
from  one  cubic  foot 
of  water. 

lbs. 

lbs. 

Cubic  feet. 

Relative  volume. 

0 

0 

oc 

rC 

0 

26" 

1,642 

5 

•0507 

1972 

1,229  1 

10 

•0625 

i5'99 

996  j 

15 

'0743 

13*46 

838 

20 

•0858 

I  1*65 

726 

22 

•0905 

I  1*04 

688 

24 

•0952 

10*5 1 

655 

26 

•0996 

10*03 

625 

28 

•  1042 

9'59 

S98 

30 

'  1089 

9*  18 

572 

1  32 

•I  M3 

8*82 

550 

i  34 

•1179 

8*48 

529 

i  36 

•  1224 

8*17 

509 

;  38 

•  1269 

7-88 

491 

'  40 

•1314 

7*61 

474 

i  42 

•1364 

7*36 

458 

!  44 

•1403 

7*  12 

444 

j  46 

•1447 

6*90 

430 

48 

•1493 

6*70 

417 

*  See  A  Maziual  of  Rules,  Tibles,  a?ui  Data  for  Mechanical 
Engineers,  1877,  page  387. 


K  K 


498 


MECHANICAL  POIVER  ON  TRAMWAYS. 


Density  and  Volume  of  Saturated  %-Y^\yi—cojitinued. 


Pressure  per 
square  inch  above 
the  atmosphere. 

1 

Density,  or 
weight  of  one 
cubic  foot. 

Volume  of  one 
pound  of  steam. 

Relative  volume,  or 
cubic  feet  of  steam  ! 
from  one  cubic  foot 
of  water.  1 

i 

lbs. 

lbs. 

Cubic  feet. 

Relative  volume.  ! 

;  50 

•1538 

6*49 

405 

i  52 

•1583 

6-32 

393 

54 

•  1627 

6-15 

383 

5^ 

•  1670 

5-99 

373 

i 

•1714 

5-83 

363 

1  60 

•'759 

5-68 

353 

1  62 

•  1804 

5 '54 

345 

64 

•  1848 

5-41 

337 

!  66 

•  1891 

5' 29 

329 

68 

•1935 

5-^7 

321 

70 

•  1980 

5-05 

314 

72 

•2024 

4-94 

308 

'  74 

•2067 

4-84 

301 

!  76 

•21 1 1 

9-74 

295 

'  78 

•2155 

4-64 

289 

i  80 

•2198 

4"  55 

283 

I  82 

•2241 

4-46 

278 

!  84 

•2285 

4-37 

272 

:  86 

•2329 

4-29 

267 

1  88 

•235' 

4' 25 

265  ' 

;  90 

•2414 

4-14 

257 

92 

•2456 

4-07 

253 

94 

•2499 

4-00 

249 

96 

•2543 

’  3-93 

245 

98 

•2586 

3-86 

241 

100 

•2628 

3-80 

237 

105 

•2738 

3-f>5 

227 

1 10 

•2845 

3-51 

219 

ibS 

•2955 

3-38 

21 1 

1 20 

•3060 

1 

3’27 

203 

i 

When  the  ordinary  evaporative  perfonnance  of  the  fuel  used  in 
the  boiler  is  known  : — the  quantity  of  water  evaporated  per  pound 
of  fuel,  or  the  quantity  of  fuel  required  to  evaporate  a  cubic  foot 
of  water — the  average  quantity  of  fuel  consumed  per  mile  is  easily 
estimated,  from  the  quantity  of  water  consumed.  The  evaporative 
performance  above  defined  is  usually  expressed  in  terms  of  the 
weight  of  water  evaporated  per  pound  of  fuel.  The  volume  of 


CALCULATION  OF  STEAM  POWER, 


499 


water,  taken  as  cold  water,  in  cubic  feet  per  mile,  may  be  multi¬ 
plied  by  62  J,  to  give  the  weight  of  water  in  pounds ;  or  the  volume, 
if  expressed  in  gallons,  is  to  be  multiplied  by  10,  to  give  the  weight 
of  water  in  pounds.  The  product  so  found  is  divided  by  the 
evaporative  ratio  of  the  fuel,  and  the  quotient  is  the  average  quan¬ 
tity  of  fuel  consumed  per  mile. 

To  exemplify  the  application  of  the  foregoing  rules,  with  the 
tables  and  the  deductions,  take  the  locomotives  constructed  by 
Messrs.  Merryweather  &  Sons,  for  the  tramways  of  Paris  (Reseau 
Slid).  The  cylinders  are  6  inches  in  diameter,  with  a  stroke  of 
9  inches ;  the  driving-wheels  are  2  feet  in  diameter.  The  weight 
of  the  engine  in  full  working  condition  is  4  tons,  and  it  draws  a 
loaded  car,  say,  7  tons  in  weight.  The  gross  weight  to  be  drawn 
is  1 1  tons ;  and  the  total  resistance,  on  the  level,  at  a  uniform 
speed,  at  the  rate  of  30  lbs.  per  ton,  is  (ii  x  30  =)  330  lbs.  at 
the  rail.  To  find  the  equivalent  pressure  on  the  pistons — the 
effective  mean  pressure,/,  by  formula  (2)  : — 

D  T  24  X  330  „  .  , 

/  r=  ^^2  ^  —  ^6  X  9  ~  square  inch. 

By  the  table,  to  produce  an  effective  mean  pressure  of  24*4  lbs. 
per  square  inch,  the  initial  pressures  for  different  periods  of  ad¬ 
mission,  or  cut-offs,  are  as  follows  : — 


For  a  Uniform  Speed, 

Cutting  off  at  Ith,  the  initial  pressure  is  24-4  lbs.  x  3 
Do.  fth  do.  24-4  lbs.  X  2\ 

Do.  frd  do.  24-4  lbs.  x  2 


Per 

squ.ire  inch. 

=  73  lbs. 

=  61  lbs. 

=  49  lbs. 


For  starting  the  train  on  the  level,  allow  four  times  the  tractive 
force,  or  four  times  the  effective  mean  pressure  required  for  a 
uniform  speed — in  this  case,  1,320  lbs.  traction,  or  98  lbs.  per 
square  inch  in  the  cylinders  ;  then — 


K  K  2 


500 


MECHANICAL  POWER  ON  TRAMWAYS. 


For  Starting  the  Ti^ain. 


Per 

square  inch. 


lO 


Cutting  off  at  |  the  initial  pressure  is  98  lbs.  x  —  =  109  lbs 


Do. 


do. 


q8  lbs.  X  -  =  122  lbs. 
4 


If  the  pressure  in  the  boiler  be  120  lbs.  per  square  inch,  it  is 
sufficient  for  the  exertion  of  the  extreme  tractive  forces  above 
assumed. 

But,  suppose  that  the  rate  of  the  ruling  gradient  of  the  tramway 
amounts  to  i  in  25.  For  the  same  tractional  force,  the  gross  load 
that  can  be  taken  up  the  line  is,  by  the  statement,  page  495, 
reduced  to  one-fourth.  To  take  up  the  same  load,  therefore,  as 
on  the  level,  the  effective  mean  pressure  in  the  cylinder  should  be 
four  times  as  much  as  on  the  level,  so  that  four  times  the  tractive 
force  may  be  exerted.  That  is,  instead  of  an  effective  mean  pres¬ 
sure  of  24 J  lbs.  per  square  inch,  there  must  be  98  lbs.  effective 
pressure,  being  the  same  as  was  assumed  for  starting  the  train  on 
a  level.  For  the  exertion  of  this  pressure,  it  has  already  been 
shown  that  the  initial  pressure  in  the  cylinder  would  amount  to 
1 09  lbs.  per  square  inch,  supposing  that  the  steam  were  admitted 
for  three-fourths  of  the  stroke,  or  to  122  lbs.  for  two-thirds  of  the 
stroke. 

This  example  is  sufficient  to  illustrate  the  wideness  of  the  range 
of  power  that  may  be  exerted  by  a  tramway  steam-locomotive. 

To  find,  by  formula  (4)  or  (5),  page  496,  the  average  quantity 
of  water  actually  consumed  as  steam  per  mile,  supposing,  as  was 
assumed,  that  the  average  period  of  admission  is  half  the  stroke. 
To  find,  in  the  first  place,  the  relative  volume,  which  is  a  factor  in 
the  formula,  the  initial  pressure  in  the  cylinder  is  to  be  determined. 
For  an  effective  mean  pressure  of  24J  lbs.  per  square  inch,  cutting 
off  at  half-stroke,  the  initial  pressure  is,  by  the  table,  page  497, 
(24J  lbs.  X  f  =)  37  lbs.  per  square  inch  above  the  atmosphere. 
By  formula  (4)  or  (5),  page  496,  for  which  =  6,  l  9,  D  =  2, 
and  the  relative  volume  of  steam  of  37  lbs.  effective  pressure, 
is  500  : — 


CALCULATION  OF  STEAM  POWER. 


501 


1 7 1  X  6-  X  9  ... 

w  =  - -  =  -5  54  cubic  feet : 

2  X  500  ^ 

107  X  6-  X  9 

or  w  -  ^  ^  =  3-47  gallons  : 

the  average  quantity  of  water  consumed  per  mile. 

To  estimate  now  the  quantity  of  fuel — which  is  coke — con¬ 
sumed  per  mile  by  Messrs.  Merry  weather’s  engine,  it  may  be 
assumed,  in  the  absence  of  positive  data,  that  7  lbs.  of  water  are 
evaporated  per  lb.  of  coke.  Reducing,  then,  the  volume  of  water, 
•554  cubic  feet,  or  3*47  gallons,  to  pounds,  and  dividing  the 
weight  by  7 — 

34’  '^5 

•554  X  62^  =  34-35  pounds  ;  and  — ^  =  5  lbs. 


or  3*47  X  10 


=  34*70  pounds  ;  and  —  c  lbs. 

7 


— showing  a  consumption  of  coke  at  the  rate  of  5  lbs.  per  mile 
run  by  the  engine,  in  drawing  a  gross  load  of  ii  tons,  including 
the  weight  of  the  engine.  To  this,  of  course,  is  to  be  added  an 
allowance  for  getting  up  steam,  and  for  contingent  waste  of  steam 
and  fuel — say  10  per  cent.;  making  an  addition  of  J  lb.  of  coke 
per  mile,  and  altogether  5J  lbs.  of  coke  consumed  per  mile. 

Thus,  by  a  simple  process,  founded  on  general  experimental  data, 
the  exact  quantity  of  coke  actually  consumed  by  those  engines,  as 
working  on  the  Paris  tramways,  is  arrived  at.  They  consume 
250  kilogrammes,  or  550  lbs.  of  coke  for  100  miles  run;  which  is 
equivalent  to  5J  lbs.  per  mile,  the  same  as  has  just  been  calcu¬ 
lated. 

The  foregoing  values  for  water  and  fuel  give  the  following 
data : — 


Average  Consumption  ;per  Toil  Gross  per  Mile-run. 

^  pound  of  coke. 

3-5  pounds  of  water. 


CHAPTER  IV. 


FIRELESS  TRAMWAF  LOCOMOTIVES. 

A  BODY  of  water  heated  under  pressure,  spontaneously  generates 
and  disengages  steam,  when  the  pressure  is  permitted  to  fall.  The 
temperature  at  the  same  time  falls,  according  to  the  decline  of  the 
pressure  ;  and  the  temperature  and  pressure  correspond  exactly 
as  if  steam  were  generated  by  the  application  of  heat  to  the  water 
under  a  given  pressure. 

The  corresponding  pressures  and  temperatures  may  be  ascer¬ 
tained  by  referring  to  a  table  of  the  properties  of  saturated  steam, 
and  the  quantity  of  steam  that  may  be  spontaneously  generated 
during  the  fall  of  the  temperature  may  be  calculated  with  exact¬ 
ness.  For  example,  suppose  a  pound  of  water,  heated  to  the 
temperature  of  445°  F.,  necessarily  under  the  corresponding  total 
pressure,  400  lbs.  per  square  inch,  and  cooled  to  the  temperature 
281°  F.,  corresponding  to  the  total  pressure,  50  lbs.  per  square 
inch.*  The  quantity  of  heat  disengaged  is  measurable  by  the  fall 
of  temperature  (445°  —  281°  —)  164°,  and  for  a  pound  of  water  the 
loss  of  heat  is  164  units.  The  heat  so  disengaged  is  available  for 
evaporating  water — in  fact,  a  portion  of  the  heated  water  itself — 
into  steam.  Now,  the  total  heats  of  the  two  steams  are  as 
follows : — 

Total  heat  in  i  lb. 
of  steam  from  o®  F. 

1  otal  pressure.  iemperature.  Units  (or  degrees).  Difference. 

400  lbs.  ...  445°  ...  1,249  •••  ^04° 

50  lbs.  ...  281°  ...  1,199  ...  918° 

'  Mean)  225  lbs.  ...  —  ..  _  ...  861° 

*  See  Manual  of  Rules y  Tables ,  and  DatUy  1877,  page  387. 


FIR  EL  ESS  L  O  COMO  T1 1 ES. 


503 


The  mean  difference,  or  excess  of  heat  in  the  steam  above  the 
sensible  heat,  is  861°,  or  861  units  for  i  lb.  of  steam;  and  as  the 
quantity  of  heat  disengaged  by  i  lb.  of  water  in  falling  from  445° 
to  281°  is  164  units,  there  are  required  (861  164  =)  5’25  lbs. 

of  the  heated  water  to  supply  heat  sufficient  to  evaporate  i  lb.  ot 
the  heated  water.  That  is  to  say,  out  of  5*25  lbs.  of  heated  water 
1  lb.  is  evaporated  “  spontaneously.”  In  round  numbers,  one- 
fifth  of  the  heated  water  is  evaporated  during  the  fall  of  tempera¬ 
ture  from  445°  to  281°.  By  a  similar  calculation,  it  is  found  that 
the  proportional  quantities  of  heated  water  evaporated  in  falling 
to  the  temperature  281°,  and  total  pressure  50  lbs.  per  square  inch, 
from  other  temperatures  and  pressures,  are  as  follows  : — 


FaUi72g  to  Total  Fi/ial  Pi^essiire,  50  lbs.  ^per  square  inch. 


Total  initial  pressure 
in  lbs.  per  square  inch. 

400  lbs. 

Initial  tem¬ 
perature. 

445" 

One  pound  of  water 
e\  aporated  in 

5*25  lbs.  of  heated  water. 

350  ,, 

430' 

5*82 

0 

0 

418° 

6*35 

250  ,, 

4- 

0 

0 

7'3i 

200  ,, 

382^ 

874 

150  ,, 

358^ 

1 1 '60  ,, 

100  ,, 

328" 

19-20 

It  may  be  said  that,  in  round  numbers,  a  fifth  of  the  heated 
water  is  evaporated  in  falling  from  a  total  pressure  of  400  lbs. 
per  square  inch  to  50  lbs.  per  square  inch,  and  that  a  ninth 
is  evaporated  in  falling  from  200  lbs.  to  50  lbs.  per  square 
inch. 

Without  going  further,  it  is  obvious  that  between  the  limits  of 
400  lbs,  and  200  lbs.  initial  pressure  in  the  reservoir,  worked 
down  to  50  lbs.,  a  quantity  of  water,  in  round  numbers,  from  five 
to  nine  times  the  quantity  of  water  that  can  be  converted  into 
steam,  must  be  constantly  carried  on  the  engine  : — a  tax  by  which 
engines  constructed  on  this  principle — the  principle  of  spontaneous 


504 


MECHANICAL  POWER  ON  7R  AM  WAYS, 


evaporation — are  unfitted  for  taking  the  place  of  ordinary  steam- 
locomotives  for  work  in  the  open  air. 


Cockerell. 

An  instructive  practical  trial  was  made  in  June,  1874,  by  the 
Socie'te  J.  Cockerell,  of  Seraing,  in  Belgium,  with  one  of  their 
locomotives  of  the  class  designed  for  indoor  service.*  The  boiler 
was  vertical,  64  feet  high,  and  had  two  transverse  water-tubes  in 
the  fire-box  ;  the  chimney  rose  direct  from  the  fire-box,  passing 
upwards  through  the  steam-space.  The  boiler  was  not  clad  on 
the  lower  half  of  it,  nor  on  the  top,  which  was  3  feet  in  diameter. 
There  were  two  cylinders,  8  inches  in  diameter,  with  a  lo-inch 
stroke ;  four  coupled  wheels,  24  inches  in  diameter,  5  feet  apart 
between  centres,  to  a  gauge  of  4  feet  1 1  inches.  The  total  capacity 
of  the  boiler  was  35  cubic  feet.  The  weight  in  working  order  was 
8f  tons ;  say,  with  four  or  five  men,  9  tons. 

NirsL  Expej'iment. — The  locomotive  at  rest  in  the  open  air. 
Twenty-five  cubic  feet  of  cold  water  was  measured  into  the  boiler. 
The  fire  was  lit,  and,  in  the  course  of  2  J  hours,  steam  was  got  up 
to  10  atmospheres  effective.  The  water  level  rose  1*38  inches 
in  the  glass,  corresponding  to  a  dilatation  of  (1*38  X  '78  =) 
1*076  cubic  feet,  or  i-33rd  of  the  initial  volume,  passing  from 
the  temperature  54°  F.  to  365°  F. 

The  fire  was  then  extinguished,  and  the  grate  was  withdrawn. 
The  chimney  was  hermetically  sealed  at  the  upper  end.  The  fire- 
door  was  simply  closed  ;  there  was  no  closure  for  the  ash-pan. 
The  weather  was  fine,  the  temperature  was  77°  F.  in  the  shade, 
and  at  5  p.m.  the  locomotive  was  left  to  itself,  when  the  initial 
effective  pressure  was  9*40  atmospheres. 

*  Annales  Iiidustrielles,  February  7,  1875,  col.  175. 


COCKERELL' S  FLRELESS  LOCOMOTLVE. 


505 


Locomotive  at  Rest.  Initial  Effective  Pressure  9-40  Atmospheres. 


Time  elapsed. 

Fall  of  pressures. 

Fall  of  level. 

li.  m. 

Atmospheres. 

Inches." 

0  10  (5  P.M.) 

0*00 

0*00 

0  15 

1-30 

0*39 

0  30 

2*40 

0-67 

0  45 

3*40 

0*91 

I  0 

4‘i5 

no 

I  15 

4’8o 

1*26 

I  30 

5-35 

1*38 

I  45 

5*80 

1*50 

2  0 

6*20 

i*6i 

2  15 

6*6o 

173 

2  30 

6-95 

i*8i 

2  45 

7*30 

1*93 

3  0 

7  *60 

2*05 

3  15 

7'85 

2*21 

4  15  (9-15 

8*40 

2*68 

16  0  (9  A.M.) 

9-40 

3’27 

At  the  commencement  of  the  observations,  when  the  effective 
pressure  was  9*40  atmospheres,  the  boiler  contained  24*07  cubic 
feet  of  water  as  at  54°  F.  At  the  time  of  the  last  observation, 
when  the  pressure  had  fallen  to  atmospheric  pressure,  and  the 
boiler  was  cool  enough  to  permit  of  the  hand  being  laid  upon  it, 
the  quantity  of  water,  as  at  54°  F.,  contained  in  the  boiler,  only 
amounted  to  22*54  cubic  feet ;  showing  an  apparent  loss  of  1*53 
cubic  feet,  in  16  hours,  at  joints  or  cocks,  although  no  escape  had 
been  apparent.  The  provision  against  cooling  was  not  con¬ 
siderable.  The  surface  of  the  fire-box  in  free  contact  with  air, 
amounted  to  49  square  feet ;  that  of  the  chimney  3^  square  feet. 
It  may  be  noted  that  whilst  the  pressure  fell  rapidly  at  the  com¬ 
mencement,  it  fell  less  rapidly  as  it  became  lower. 

Second  Experiment. — The  locomotive,  alone,  was  run  to  and 
fro  upon  a  piece  of  railway  552  yards  in  length,  consisting  of  two 
straight  pieces  connected  by  a  slight  curve.  The  line  was  nearly 
level ;  it  had  a  slight  gradient  of  about  i  in  400,  at  one  end.  It 
was  in  good  order,  but  it  contained  several  points  and  crossings. 

Steam  was  got  up  to  a  pressure  of  upwards  of  10  atmospheres 


5o6 


MECHANICAL  POWER  ON  TRAMWAYS. 


effective,  in  2^  hours  after  lighting  the  fire.  The  fire  was  then 
drawn,  and  the  mouth  of  the  chimney  was  hermetically  sealed 
around  the  exhaust-pipe,  which  was  prolonged  upwards  through 
the  chimney.  The  circulation  of  cold  air  through  the  boiler  was 
thus  prevented.  The  fire-door  was  closed ;  but  the  ash-pan  was 
left  open.  The  cylinder-cocks  were  open  for  some  time  at  start¬ 
ing,  and  the  steam  was  cut  off  at  80  per  cent,  of  the  stroke. 
During  the  journey  the  steam  was  cut  off  at  60  or  70  per  cent. 
During  the  last  run,  the  maximum  admission  for  steam  was  required, 
with  the  regulator  wide  open.  Four  or  five  men  were  carried  on’ 
the  engine. 

There  was  a  slight  wind  blowing,  and  to  neutralise  the  circum¬ 
stances  of  wind  and  gravity  as  far  as  possible,  the  engine  was  run 
to  and  fro  several  times.  The  effective  pressure  at  the  commence¬ 
ment  amounted  to  10 ’30  atmospheres  ;  there  were  2 4* 91  cubic  feet 
of  water,  as  at  54°  F.,  in  the  boiler;  and  of  steam  10  cubic  feet. 
At  the  end  of  the  last  return  trip,  the  effective  pressure  was  i 
atmosphere;  there  was  21 ’66  cubic  feet  of  water,  as  at  54°  F., 
and  13*29  cubic  feet  of  steam.  The  total  fall  of  pressure  was, 
therefore,  9  atmospheres,  and  the  quantity  of  water  consumed  was 
3*25  cubic  feet.  The  following  are  the  results  of  the  experi¬ 
ment  : — 


Loco?)iohve  alo?te  i)i  Motion.  Initial  Effective  Pressure, 

10*30  A  tniospheres. 


Time  elapsed. 

Total  distance 
run. 

( 

'  Averag-e  speed 
each  trip. 

Fall  of  pressure. 

Minutes. 

Yards. 

JMiles  per  hour. 

Atmospheres. 

0 

0 

0 

0*0 

3 

552 

6*31 

2*30 

5 

1,104 

9-44 

3  *80 

7 

1,636 

9-44 

5*05 

9 

2,208 

9‘44 

6*  10 

12 

2,760 

6*31 

/•05 

PS 

3.312 

6*31 

7*90 

18 

3  .^64 

6*31 

8*63 

23 

4,416 

37^> 

9*30 

COCKERELL'S  EIRE  LESS  L0C0M077JE. 


507 


At  the  end  of  the  last  run,  the  engine  was  pushed  home  by  two 
men  for  a  few  yards. 

The  total  distance  run  was  2*51  miles,  and  the  water  consumed 
was  at  the  rate  of  (3’25  2'5i  — )  1*30  cubic  feet,  or  87  lbs.,  per 

mile.  Allowing  an  evaporative  power  of  7  lbs.  of  water  per  lb. 
of  fuel,  the  fuel  consumed,  if  the  steam  had  been  generated  on 
the  journey,  would  have  amounted  to  (87  -f-  7  =)  12  J  lbs.  per 
mile;  equivalent  to  (12^  h-  9  =)  1*40  lbs.  per  ton  gross  per 
mile. 

It  was  observed  that,  though  very  little  water  or  priming  ap¬ 
peared  with  the  exhaust-steam  when  the  pressure  was  high, 
there  was  a  notable  increase  of  priming  towards  the  end  of  the 
trial,  when  the  pressure  had  fallen. 

Third  experivient, — The  locomotive  with  one  waggon  was  run 
to  and  fro  on  the  experimental  line.  Immediately  after  the  last 
experiment,  steam  was  again  got  up  in  the  engine.  In  i  hour 
10  minutes,  an  effective  pressure  of  10  atmospheres  was  got  up  ; 
whilst  the  boiler  was  refilled.  The  fire  was  withdrawn,  and  the 
chimney  was  sealed,  as  before.  An  ordinary  waggon,  in  ordinary 
condition,  was  coupled  to  the  locomotive.  The  waggon  had 
4  wheels,  3  feet  3  inches  in  diameter,  at  9  feet  9  inches  apart 
between  the  axles.  It  was  fitted  with  a  screw-brake,  and  its  weight 
with  a  small  load  was  8 *80  tons.  The  gross  weight  drawn  was- 
as  follows  : — 

Ions. 

Locomotive  .  .  .  .  -  .9 

Waggon  .  .  .  .  .  .  .  8'8o 

17-80 

The  initial  effective  pressure  in  the  boiler  was  loj  atmo¬ 
spheres,  and  the  final  pressure  was  2*30  atmospheres.  There 
were  24*91  cubic  feet  of  water  in  the  boiler  at  the  commence¬ 
ment  of  the  trial,  and  21*91  cubic  feet  at  the  termination,  after 
six  trips  were  made  ;  showing  that  3  cubic  feet  of  water  were  con¬ 
sumed  on  the  trial. 


5o8 


MECHANICAL  POWER  ON  TRAMWAYS. 


Locomotive  and  One  IVaggon  in  Motion.  Ifiitial  Effective 
Pressure^  10*50  Atmos;p}ieres. 


! 

i  Time  elapsed. 

Total  distance 
run. 

Average  speed 
each  trip. 

Fall  of  pressure. 

JMinutes. 

Yards. 

iMiles  per  hour. 

Atmospheres. 

0 

0 

0 

0 

2-5 

552 

7-53 

1*85 

5 

1,104 

7‘53 

3’50 

7'5 

1,656 

7'53 

5*00 

9' 5 

2,208 

9'44 

6*25 

12*5 

2,760 

6*31 

7’30 

15*5 

3»3i2 

6-31 

8*20 

The  total  distance  run  was  1*90  miles,  and  the  water  was  con¬ 
sumed  at  the  rate  of  (3  1*90  =)  1*58  cubic  feet,  or  99  lbs.  per 

mile;  or,  calculating  as  before,  14  lbs.  of  fuel  per  mile,  equiva¬ 
lent  to  (14  -f-  17*80  =)  0*79  lb.  per  ton  gross  per  mile. 

The  performance  of  the  engine  was  more  economical  in  the 
last  experiment ;  for  the  addition  of  the  waggon  caused  but  a  small 
addition  to  the  quantity  of  water  consumed.  The  comparative 
economy  of  steam  in  the  third  experiment  is  due  to  the  higher 
pressure  necessarily  employed  in  the  cylinders  to  overcome  the 
resistance  of  the  greater  weight  to  be  drawn,  and  to  the  greater 
efficiency  of  the  steam  in  consequence,  against  the  constant  resis¬ 
tance  of  the  atmosphere.  The  following  data  are  derived  from 
the  results  of  the  third  experiment : — 

Average  Consumption  per  Tott  Gross  per  Mile- Rim. 

i  of  a  pound  of  coke  [in  heating  up  the  water]. 

5^  pounds  of  water. 

The  distance  run  for  these  rates  of  consumption  was  2  miles, 
on  a  line  of  railway  practically  level. 

These  results  do  not  compare  advantageously  with  those  of  the 
Merry  weather  locomotive,  page  501,  where  it  appears  that  this 
engine  consumed  only  J  lb.  of  coke  per  ton  gross  per  mile,  against 
the  resistance  of  a  tramway,  and  on  inclines  ;  whereas  in  the  ex- 


FRANCO'S  FIRELESS  LOCOMOTIVE. 


509 


periment  with  heated  water,  lb.  of  coke  is  the  equivalent  of  the 
(juantity  of  water  consumed  on  a  railway  nearly  level. 


Francq. 

AI.  Leon  Francq,  in  1875,  patented  a  tireless  locomotive 
containing  some  improvements  on  Dr.  Lamm’s  engine.  The 
reservoir  was  3  feet  9  inches  in  diameter,  and  about  6  feet  8  inches 
long;  it  was  filled  for  about  three-fourths  of  its  capacity — 50  to 
60  cubic  feet — with  water ;  which  is  put  in  communication  with 
one  or  more  stationary  boilers,  from  which  steam  is  admitted 
through  a  perforated  pipe  into  the  water.  The  steam  in  the 
boilers  had  a  pressure  of  156  lbs.  per  square  inch;  the  pressure 
obtained  in  the  reservoir  is  135  lbs.  per  square  inch.  If  the 
communication  were  continued  for  a  sufficient  length  of  time,  the 
pressure  in  the  reservoir  would  become  equal  to  that  in  the  boiler ; 
but  the  rate  of  absorption  of  heat  and  rise  of  pressure  decreases 
gradually  as  the  pressure  is  elevated,  and  for  economy  of  time  it  is 
found  expedient  to  arrest  the  process  of  heating-up  at  a  lower 
limit  of  pressure  and  temperature  than  that  in  the  boilers.  The 
steam  from  the  reservoir  is  admitted  to  an  intermediate  chamber, 
where  it  is  maintained  at  a  fixed  pressure,  the  degree  of  which  is 
adjusted  by  means  of  a  throttle-valve.  There  is  a  pair  of  vertical 
cylinders,  about  6  inches  in  diameter,  with  a  stroke  of  about 
12  inches,  which  work  an  intermediate  crank-shaft,  from  which 
the  four  wheels  are  driven  by  outside  coupling-rods.  The  wheels 
are  about  26  inches  in  diameter,  and  the  two  axles  are  at  a 
distance  of  4J  feet  apart.  By  a  system  of  double  frames,  the 
passage  over  curv'es  was  facilitated.  The  locomotive  was  con¬ 
trolled  by  a  brake  having  eight  blocks,  which  were  applied  to  the 
wheels  successively.  The  stopping  was  thus  effected  promptly 
and  without  shock.  The  exhaust- steam  was  delivered  into  two 
air-surface  condensers,  one  on  each  side  of  the  car,  each  con¬ 
sisting  of  a  group  of  small  copper  tubes.  It  was  in  contemplation 
to  apply  three  cylinders  to  work  as  compound  cylinders.  The 


510  MECHANICAL  POWER  ON  TRAMWAYS. 

locomotive  was  heavy  :  it  weighed,  empty,  6-50  tons  ;  full, 
8'3o  tons. 

In  trials  of  this  engine  on  the  tramway  between  Saint-Augustin 
and  the  Boulevard  Bineau— a  distance  of  2b  miles— drawing  one 
omnibus  of  2  tons  weight,  with  eight  passengers — it  was  observed 
that  the  pressure  in  the  reservoir  fell  from  156  lbs.  per  square  inch 
to  50  lbs.,  during  the  double  trip  of  5  miles.  For  the  first  ten 
minutes  of  the  service,  no  exhaust-steam  was  visible  from  the 
engine ;  but,  afterwards,  a  considerable  quantity  of  steam  escaped, 
and  proved  an  annoyance  to  the  passengers  who  travelled  in  a 
following  car  drawn  by  horses. 

In  the  more  recently  designed  engines  on  M.  Francq’s  system, 
constructed  by  M.  Cail,  the  wheels  were  2^  feet  in  diameter,  and 
the  axles  were  4  feet  3  inches  apart,  that  the  engine  might  pass 
easily  over  curves  of  15  metres,  or  49  feet  radius.  The  cylindrical 
reservoir  was  of  steel  plate,  ’56  inch  thick,  and  was  i  metre  in 
diameter  and  2  metres  long,  or  3*28  by  6*56  feet.  The  authorised 
limit  of  pressure  was  213  lbs.  per  square  inch,  nearly  fifteen  atmo¬ 
spheres.  The  reservoir  was  coated  with  cork  and  wood.  The 
regulator  was  so  arranged  that  the  driver  might  fix,  before  starting, 
the  maximum  pressure  of  the  steam  upon  the  pistons  ;  and  that,  at 
the  same  time,  he  might  reduce  the  pressure  below  the  maximum, 
according  to  the  requirements  of  the  engine.  The  steam  was 
exhausted  into  a  cast-iron  box,  and  thence  into  a  condenser,  dis¬ 
posed  on  the  surface  of  the  reservoir,  before  escaping  into  the 
atmosphere. 

The  advantages  formally  claimed  for  M.  Francq’s  locomotive 
are  :  i.  The  production  of  steam  at  a  low  cost,  in  a  fixed  boiler, 
using  coal  as  it  comes  from  the  mine.  2.  Reduction  of  dead 
weight,  since  no  fuel  is  conveyed  on  the  engine.  3.  Employment 
of  a  high  pressure  for  ascending  inclines,  and  no  escai)e  of  steam 
in  descending  inclines.  4.  Reduction  of  the  number  of  attend¬ 
ants,  a  single  man  being  able  to  conduct  the  engine  and  keep  a 
look  out. 

The  cost  for  engine-power  by  this  system  on  the  Rueil-Marly 
Tramway,  in  France,  4*54  miles  in  length,  is  here  given  in  detail. 


FRAACQ'S  FIRELESS  LOCOMOTIVE. 


511 

according  to  a  statement  by  Gaune,  the  manager  of  the  line, 
made  in  February,  1880  : — 


Cost  for  Traction  per  Month  (Francq). 


Per  ^lonth. 

Coal  in  stationary  boiler  for  supplying  hot  water. 

Francs. 

1,553  kilogrammes  per  day,  per  tonne  . 

@  29  fr. 

C357 

Oil,  /•50  kilos,  per  day  ..... 

,,  no  fr. 

247'5 

Tallow,  1*83  kilos.  ,,  ..... 

,,  no  fr. 

60 

Waste,  1*82  kilos.  ,,  ..... 

,,  -32  fr. 

1 7 -40 

Brooms  ........ 

White  and  red  lead,  43'20  kilos,  per  year  . 

,,  -go  fr. 

3 

Fire-bars,  6^  per  month  ..... 

T7 

Spun  yarn,  3'6o  kilos,  per  year  .... 

0-3 

Tiles  ......... 

13 

Packing,  &:c.  ....... 

13 

Tube-brushes  ....... 

4 

Foreman’s  wages,  half  for  traction,  275  fr.  -F  2  = 

137-5 

Firemen,  i  day  and  i  night,  per  day  . 

..  5*5  h'- 

330 

3  fitters,  per  hour  ...... 

M  ’55  fr-- 

495 

I  fitter  for  stationary  boilers  .... 

165 

I  smith  and  i  stoker,  @  i — 5th  of  their  time 

59 

3  drivers  .  .  .  .  .  .  2  @  6  fr.,  i 

,,  6'66  fr. 

560 

3  firemen  on  engines  ...... 

,,  4  fr. 

360 

2  spare  firemen  ....... 

270 

4, 1 167 

The  books  from  September  8,  1878,  to  February 
g,  1880  (14  months),  show  an  expenditure  of 

724'90  fr.  for  renewal  of  engines,  or  per  month 

60 

Also  1,400  fr.  per  year  for  tyres,  or  per  month  . 

117 

Total  for  working  and  repair 

4^2937 

The  total  length  rim  per  month  was  10,455  kilometres,  or  6,534 
miles  ;  and  this  sum  is  at  the  rate  of  6*5 yd.  per  mile  run,  of  which 
4 '9 id.  is  running  expenses,  and  i‘6od.  for  repairs.  Allowing  a 
sinking  fund  for  the  repair  and  renewal  of  the  stationary  boilers, 
the  total  charge  is  estimated  to  amount  to  y28d.  per  mile  run. 
The  way  is  laid  on  one  side  of  the  highway,  and  consists  of 
Vignoles  rails  on  sleepers  in  ballast.  It  is  not,  therefore,  a  tram- 


512 


MECHANICAL  POWER  ON  TRAMWAYS. 


way  as  usually  understood  :  the 
rails  are  plain,  and  the  resis¬ 
tance  of  the  way  may  be 
averaged,  as  a  maximum,  at 
15  lbs.  per  ton-gross,  or  half 
the  resistance  of  the  grooved 
tramway  ;  except  on  the  Port 
Marly  incline,  miles  long, 
averaging  i  in  25  gradient,  on 
which  the  rails  are  of  an  ordi¬ 
nary  grooved  section.  The 
engines  weigh  6^  tons  empty, 
and  8'3o  tons  in  working  order. 
Taking  3,  4,  or  5  cars  with 
passengers,  averaging  1 7  tons, 
the  gross  weight  moved  is, 
say,  25^  tons.  The  fuel  is  con¬ 
sumed  at  the  rate  of  i5j-  lbs. 
per  mile  run,  or  -61  lbs.  per 
ton-gross  per  mile,  equivalent 
to  twice  as  much,  or  1*22  lbs. 
per  ton-gross  per  mile  on  a 
grooved  tramway. 

The  fireless  locomotives, 
Figs.  312  and  313,  more  lately 
designed  by  Messrs.  Francq  & 
Mesnard  for  the  service  of  the 
Metropolitan  Railway  of  Paris, 
have  a  cylindrical  reservoir, 
having  segmental  ends,  about 
5  feet  7  inches  in  diameter, 
26^  feet  in  length,  with  a 
capacity  of  about  620  cubic 
feet.  Four-fifths  of  the  capacity 
is  occupied  by  water,  which  is 
heated  by  the  aid  of  a  powerful 


FR  A  NCQ  ^  ME  SNA  RD'S  FIR  EL  ESS  L  O  COMO  TI VE,  5  1 3 


jet  of  Steam  supplied  from  stationary  boilers.  The  water  is  heated 
up  until  equilibrium  of  pressure  is  established  between  the  boiler  and 
the  reservoir.  The  temperature  is  raised  to  about  390°  Fahr.,  corre¬ 
sponding  to  15  atmospheres  total  pressure,  or  225  lbs.  per  square 
inch.  The  steam  from  the  reservoir  is  passed  through  a  reducing 
valve  by  which  the  steam  is  reduced  to  the  required  working  pres¬ 
sure.  It  is  then  passed  through  a  tubular  super-heater  situated  within 
the  receiver  at  the  upper  part,  and  thence  through  the  ordinary  regu¬ 
lator  to  the  cylinders.  The  exhaust-steam  is  expanded  to  a  low 
pressure  in  order  to  obviate  noise  of  escape.  In  certain  cases  the 
exhaust  steam  is  condensed  in  closed  vessels,  which  are  only  in 
part  filled  with  water.  In  the  upper  free  space  a  pipe  is  placed 
into  which  the  steam  is  exhausted.  Within  this  pipe  another  pipe 
is  fixed,  perforated,  from  which  cold  water  is  projected  into  the 
surrounding  steam,  so  as  to  effect  the  condensation  as  completely 
as  may  be.  The  heated  water  falls  on  an  inclined  plane,  and  flows 
off  without  mixing  with  the  cold  water.  The  condensing  water  is 
circulated  by  means  of  a  centrifugal  pump,  driven  by  a  small  three- 
cylinder  engine. 

In  working  off  the  steam  from  a  pressure  of  i  5  atmospheres  to 
4J  atmospheres,  530  cubic  feet  of  water  at  390°  Fahr.  is  sufficient 
for  the  traction  of  the  trains,  for  working  the  circulating  pump 
for  the  condensers,  for  the  breaks,  and  for  electric  lighting  of  the 
train.  At  the  stations  the  locomotive  takes  from  2,200  to  3,300 
pounds  of  steam,  nearly  the  same  as  the  weight  of  steam  consumed 
during  the  run  between  two  consecutive  charging  stations.  There 
is  210  cubic  feet  of  condensing  water.  Taking  the  initial  tempera¬ 
ture  at  60°  Fahr.,  the  temperature  rises  to  about  180°  Fahr.  after 
the  longest  runs  underground. 

The  locomotive  has  ten  wheels,  on  a  base  24  feet  long ;  of  which 
six  are  coupled,  4J  feet  in  diameter.  The  extreme  wheels  are  on 
radial  axles.  The  cylinders  are  23^  inches  in  diameter,  with  a 
stroke  of  23^  inches. 

The  engine  weighs,  in  working  order,  53  tons,  of  which  36  tons 
are  on  the  coupled  wheels.  The  speed  varies  from  1 5  miles  to 
25  miles  per  hour.  The  trains  weigh  about  140  tons. 


L  L 


CHAPTER  V. 

COMPRESSED-AIR  LOCOMOTIVES  AND  CARS. 

Compressed-air  engines  necessarily  derive  their  power  at  second¬ 
hand  ;  and  they  therefore  work  at  a  disadvantage,  in  point  of  effi¬ 
ciency,  compared  with  steam-locomotives,  in  which  the  force  is 
generated  and  expended  simultaneously.  A  supply  of  air,  previ¬ 
ously  compressed,  is  taken  in  by  the  propelling  engine,  and  it  is 
gradually  dispensed  to  the  working  cylinders,  where  it  works  by 
expansion,  and  from  which  the  force  is  transmitted  to  the  driving- 
wheels  by  mechanism  similar  to  that  of  a  steam-locomotive.  If 
the  reverse  actions — of  compressing  the  air,  and  working  it  by 
expansion — could  be  made  to  take  place  between  the  same  tempera¬ 
tures,  pressures,  and  volumes,  the  work  by  expansion  would  be 
an  exact  duplicate,  in  reverse,  of  the  work  expended  for  compres¬ 
sion  ;  and  the  efficiency  of  the  combined  compressor  and  motor 
would  be  equal  to  loo  per  cent.,  irrespective  of  losses  by  friction 
and  clearance.  But,  under  practical  conditions,  the  initial  tem¬ 
perature  for  expansion  is  not  more  than  that  of  the  surrounding 
atmosphere ;  and  in  working,  by  expansion,  back  to  atmospheric 
pressure,  even  between  the  same  extremes  of  pressure,  the  volumes 
are  smaller,  since  the  temperatures  are  lower.  The  efficiency  must, 
therefore,  be  less  than  loo  per  cent. 

When  air  is  compressed  mechanically,  the  temperature  is  raised  ; 
and,  if  none  of  the  heat  so  generated  be  permitted  to  escape,  the 
air  would  be  “  adiabatically  ”  compressed.  If  air  be  subjected  to 
compression,  so  that  the  pressure  be  doubled,  trebled,  &c.,  or  so 
that,  taking  the  initial  pressure,  at  62°,  as  i —  . 


COMPRESSED  AIR  LOCOMOTIVES  AND  CARS.  515 


the  relative  pressures  nre  as  2,  3,  4,  5,  10  ; 

the  final  temperatures  are  178°,  258',  321°,  373°,  559°. 

It  may  be  noted  here  that,  taking  the  initial  temperature,  62°,  as 
I,  the  final  temperatures  are,  very  roughly,  as  3,  4,  5,  6,  9. 

In  practice,  as  was  said,  the  air  cannot  be  employed  at  these 
high  temperatures.  It  is,  in  fact,  cooled  down  by  radiation  and 
conduction,  to  the  temperature  of  the  surrounding  atmosphere, 
before  it  is  applied  to  do  work.  The  loss  of  efficiency  by  the 
intermediate  fall  of  the  temperature  of  the  compressed  air  from  the 
absolute  temperature  t",  due  to  the  compression,  to  the  absolute 
atmospheric  temperature  t,  is  simply  the  proportion  which  this  fall 
(t"  —  t),  bears  to  the  higher  temperature  t".  It  is  so,  because  the 
volume  is  as  the  absolute  temperature  t",  and  the  loss  of  tempera¬ 
ture  (t"  —  t),  indicates  the  loss  of  volume  by  contraction,  under 
the  same  pressure.  For  instance,  in  compressing  dry  air  at  62°  to 
two  atmospheres  of  pressure,  in  a  non-conducting  vessel,  the 
temperature  is  raised  to  178°,  and  the  fall,  in  reverting  to  62°,  is 
(178  —  62  =)  1 16“  The  loss  of  efficiency  due  to  this  decline  of 
temperature,  is  the  proportion  of  116®  to  (461°  -b  178°  — )  639*^, 
the  maximum  absolute  temperature,*  thus  : — 

(461  -f  178  )  639° 

(461  4-  62  =  )  523^ 

Difference,  or  loss,  116°  =  18  per  cent,  of  the  maximum  absolute 

temperature. 

Leaving  523°  =  82  do.  do.  do. 

The  reduced  efficiency  here  is  82  per  cent.  Take  other 
examples  : — 

.  For  ratios  of  pressure,  or  atmospheres, 

2,  3.  4,  5y  10. 

*  Absolute  temperature  is  an  expression  signifying  the  measure  of 
total  heat  in  a  body,  as  from  the  bottom  of  the  scale  of  temperature. 
The  zero  of  the  scale  of  absolute  temperature,  or  the  point  of  no¬ 
heat,  is  461  degrees  below  the  zero  point  of  the  Fahrenheit  scale  ; 
and  to  find  the  absolute  temperature  for  any  temperature  indicated 
by  the  thermometer,  461°  are  added  to  the  indicated  temperature. 
For  instance,  the  absolute  temperature  for  62°  F.  is  (461  -i-  62  =)  523°. 

L  L  2 


5i6  mechanical  power  on  tramways. 

the  final  temperatures  for  compression  are 

178°,  258°,  321°,  373°,  559"  F.; 

and  the  losses  of  temperature,  by  the  fall  of  the  temperature  to 
62°,  the  initial  temperature  for  expansion,  are 

116°,  196^  259°,  311°,  497°; 

whilst  the  reduced  efficiency  is 

82,  73,  67,  63,  51  percent.; 

and  the  loss  of  efficiency  is 

18,  27,  33,  37,  49  per  cent. 

Thus,  it  is  obvious  that  the  lower  the  degree  of  compression 
applied  to  the  air,  the  less  is  the  rise  of  temperature,  the  less  is 
the  loss  of  heat  by  dissipation,  and  the  greater  is  the  efficiency  of 
the  machine. 

As  air  under  adiabatic  compression  may  rise  to  temperatures 
which  are  impracticable,  so  air  under  adiabatic  expansion — that 
is,  expanded  behind  a  piston,  in  a  non-conducting  cylinder — may 
fall  to  temperatures  which  are  impracticable. 

Thus,  when  the  initial  temperature  is  62^,  for  ratios  of  adiabatic 
expansion, 

2,  3j  4,  5’ 

the  final  temperatures  are, 

—  ss"*.  —81°,  —  iii°,  —133°.  —193°- 

It  is  clearly  as  impracticable  to  work  a  compressed-air  engine 
in  such  low  temperatures,  when  every  particle  of  moisture  and 
lubricant  would  be  frozen,  as  amongst  the  high  temperatures 
previously  noticed.  Expedients  are,  therefore,  employed  for  keeping 
the  rise  of  temperature,  during  the  compression  of  air,  within 
feasible  limits ;  and  for  limiting  likewise  the  fall  of  temperature, 
during  the  expansion  of  compressed  air.  The  former  is  effectively 
done  by  surrounding  the  compressing  pumps  with  cold  water,  and 
by  injecting  cold  water,  in  finely  divided  spray,  into  the  mass  of 
air  whilst  undergoing  compression.  Dr.  Colladon  has  probably 
done  more  for  the  improvement  and  perfecting  of  air-compressing 
machinery  than  any  other  operator.  In  the  air-compressing  ma¬ 
chinery  at  the  works  of  the  St.  Gothard  Tunnel,  at  Airolo,  arranged 
by  Dr.  Colladon,  it  has  been  found  by  experiment  that,  by  the 


COMPRESSED  AIR  LOCOMOTIVES  AND  CARS.  517 


means  above  indicated,  the  rise  of  temperature  of  air,  even  when 
the  air  is  condensed  under  a  pressure  of  ten  atmospheres,  was 
limited  to  from  36*^  to  54°  F.  The  pistons  had  a  stroke  of  17 ’3 
inches,  and  they  made  from  120  to  180  strokes  per  minute,  giving 
speeds  of  piston  of  over  260  feet  per  minute.  A  quantity  of  cold 
water,  equal  in  volume  to  i-i, 000th  of  the  volume  of  the  stroke, 
was  injected  during  each  stroke. 

The  clearance  space  at  each  end  of  an  air-compressing  cylinder 
affects  very  sensibly  the  yield,  or  rendement^  of  compressed  air,  by 
reducing  it,  to  some  extent,  below  the  total  volume  of  the  stroke, 
or  the  space  described  by  the  piston  for  one  stroke.  This  effect — 
the  reduction  of  yield — is  obviously  due  to  the  fact  that  the  com¬ 
pressed  air  left  in  the  clearance-space,  after  the  stroke  of  the 
piston  is  completed,  expands  upon  the  piston  as  it  recedes,  and  so 
far  monopolises  the  cylinder,  to  the  exclusion  of  a  fresh  supply  of 
air,  until  its  pressure  falls,  in  due  course,  to  an  equality  with  that 
of  the  atmosphere.  The  reduction  of  yield,  by  this  cause,  increases 
as  the  pressure  of  compression  is  increased.  In  a  series  of  obser¬ 
vations  made  at  Airolo,  with  the  pumps  already  mentioned,  having 
a  stroke  of  17*3  inches,  with  a  clearance-space  i-8oth  of  the 
volume  of  the  stroke,  making  64  turns  per  minute,  the  yield  in 
weight  of  air  was  only  78  per  cent.,  in  compressing  air  in  the 
reservoir  by  the  pump,  from  6  atmospheres  to  7  atmospheres.  At 
higher  pressures  the  yield  became  still  less,  as  follows : — 


Compression. 

From  6  to  7  atmospheres 

,,  7  to  8 

,,  8  to  9 

,,  9  to  10 


Yield,  in  weight  of  air. 

78  per  cent. 


74 

66 

59 


In  performing  work  with  compressed  air,  on  the  contrary, 
accompanied  by  expansion,  the  fall  of  temperature  is  to  be 
checked,  that  it  may  be  prevented  from  falling  to  or  below  the 
freezing  point.  There  is  a  well-known  practical  difficulty  in  work¬ 
ing  compressed  air  expansively.  The  extreme  fall  of  temperature 
causes  the  freezing  of  moisture  and  the  hardening  of  lubricants 


5i8  mechanical  power  on  tramways. 

about  the  mechanism.  For  this  reason,  the  working  of  air  expan¬ 
sively  is  confined  to  narrow  limits ;  and  the  air  is  admitted  to  the 
cylinder  for  nearly  the  whole  of  the  stroke,  that  the  cooling  which 
results  from  expansion  upon  a  piston  may  be  reduced  to  a  mini¬ 
mum.  The  most  efficacious  means  of  checking  the  fall  of  tem¬ 
perature,  and  mitigating  the  inconveniences  of  it,  is  to  saturate  the 
compressed  air  with  moisture  or  vapour.  According  to  the  inves¬ 
tigations  of  M.  Mallard,  the  following  are  the  ratios  of  expansion 
t)  which  dry  air,  and  air  saturated  with  vapour  or  moisture, 
respectively,  may  be  worked  before  they  fall  to  the  temperature 
32°  F. 

Expansion  of  Air  Dry  and  Moist. 


Temperatures. 

Ratio  of  expansion. 

Final. 

Initial. 

Dry  air. 

Air  with  sufficient 
moisture  or  vapour. 

Fahr. 

Fahr. 

Ratio. 

Ratio. 

1  32° 

40° 

1  -05 

no 

32° 

50" 

I  13 

1-24 

32° 

60° 

1*22 

1-38 

32° 

62° 

1*23 

1-41 

32“ 

68" 

1-28 

1-50 

32° 

70" 

1-30 

1-56 

32° 

80" 

1-37 

175 

32° 

96" 

1*47 

2-00 

32° 

100° 

I ‘57 

2*28 

32° 

1 10° 

1*67 

2*63 

32° 

120° 

176 

3-00 

32° 

130" 

1-88 

3-45  ' 

32° 

140° 

2-00 

4-00 

As  the  steam  is  condensed  during  expansion,  the  heat  that  is 
liberated  is  absorbed  by  the  air. 

It  was  seen  that  when  the  compression  of  air  was  carried  to 
10  atmospheres,  the  efficiency  for  working  in  a  compressed-air 
engine  was  only  51  per  cent.  Add,  that  the  efficiencies  of  the 
machines  themselves — the  compressor  and  the  power  engine — are 
factors  for  the  calculation  of  their  resultant  efficiency,  and  if  the 


ME/CARSKfS  COMPRESSED-AIR  CAR. 


519 


efficiency  of  each  machine  be  taken  at  80  per  cent.,  the  combined 

'80  X  80  \  . 

=  )  64  per  cent.,  or 


percentage  of  the  two  machines  is 


100 


about  two-thirds;  and  64  per  cent,  of  51  per  cent,  is  33  per 
cent.,  the  resultant  efficiency  of  the  combined  compressor  and 
engine,  working  to  10  atmospheres.  Similarly,  it  is  found  that 
the  resultant  efficiency,  working  to  2  atmospheres,  is  52  per 
cent.  The  less  the  degree  of  compression,  the  greater  is  the 
efficiency,  because  the  less  is  the  proportional  loss  from  the 
intermediate  reduction  of  temperature.  In  general  practice,  the 
resultant  efficiency  rarely  exceeds  30  per  cent.  But,  to  give 
a  character  of  precision  to  the  relations  of  tlie  first  power  and 
the  final  performance,  the  following  are  the  resultant  efficiencies, 
deduced  from  actual  experiment,  of  16-inch  cylinder  air-com¬ 
pressing  engines,  and  lo-inch  cylinder  compressed-air  engines, 
cutting  off  at  3-4ths,  constructed  by  Messrs.  John  Fowler  &  Co. 
for  Sir  George  Elliot — at  work  at  Powell  Duffryn  Collieries.  The 
air-compressing  cylinders  were  immersed  each  in  a  cold-water  bath, 
open  at  the  upper  side.  The  resultant  efficiency  is  here  expressed 
by  the  ratio  of  the  brake-power  of  the  compressed-air  engine  to 
the  indicator-power  in  the  steam-cylinder  of  the  air-compressing 


engine 


Eftective  pressure  of  air  in  receiver : — 40‘o,  34*0,  28*5,  24, 
19  lbs.  per  square  inch. 

Indicator  horse-power  in  the  steam-cylinder  : — 59 '4,  46’ 2,  35*8, 
25-8,  ii'8  I.H.P. 

Resultant  efficiency: — 25-8,  27T,  28-5,  34'9,  45*8  per  cent. 


Mekarski. 

Early  in  1876,  a  tramway  car,  propelled  by  compressed  air,  was 
constructed  by  M.  Mekarski,  and  tried  on  the  Courbevoie  line  of 

*  The  substance  of  this  chapter  on  the  principles  and  the  action  of 
compressed-air  motors  is  derived  from  the  author’s  Majiiial  of  Rules, 
Tables,  and  Data  (1877),  pages  898 — 914. 


5-0 


MECHANICAL  POWER  ON  TRAMWAYS. 


the  Tramway  Nord,  in  Paris.  The  car  is,  in  general  outline,  on 
the  model  of  the  cars  of  the  Compagnie  des  Tramways.  The  body 
is  1 feet  long,  and  accommodates  twenty  passengers  inside  ;  there 
is  also  room  for  fourteen  passengers  outside,  on  a  spacious  platform 
at  the  rear.  Compressed  air,  of  25  atmospheres,  is  stored  in  eight 
cylindrical  reservoirs  of  plate- iron,  from  12  to  16  inches  in 
diameter,  placed  transversely  underneath  the  carriage,  and  con¬ 
nected  together.  They  are  in  two  separate  series.  The  capacity 
of  the  principal  series  is  52  cubic  feet,  and  that  of  the  second,  or 
reserve  series,  is  17  cubic  feet.  An  upright  reservoir,  14  inches  in 
diameter  and  about  5  feet  in  height,  is  placed  at  the  fore  end  of 
the  car,  is  three-fourths  filled  with  water  heated  to  340°  F.,  cor¬ 
responding  to  a  pressure  of  103  lbs.  per  square  inch  above  the 
atmosphere.  The  compressed  air,  as  drawn  off  for  consumption, 
is  passed  through  this  reservoir,  in  which  it  becomes  saturated  with 
vapour.  The  mixture  of  air  and  water  occupies  the  upper  part  of 
the  reservoir.  The  frame  of  the  car  is  of  wrought  iron,  5  feet 
10  inches  wide,  and  18  feet  8  inches  long.  The  car  runs  on  two 
pairs  of  wheels  about  28  inches  in  diameter,  and  placed  6  feet 
10  inches  apart.  One  pair  of  the  wheels  is  driven  by  a  pair  of 
cylinders,  5  or  6  inches  in  diameter,  with  about  10  inches  of 
stroke.  The  weight  of  the  car  is  4I  tons,  and  with  a  load  of 
30  passengers  the  weight  is  7  tons. 

The  air  is  wire-drawn  to  a  pressure  of  5  atmospheres  for  work¬ 
ing  in  the  cylinders.  M.  Mekarski  calculates  that  the  fall  of 
pressure  by  wire-drawing,  from  25  atmospheres  to  5  atmospheres, 
followed  by  the  complete  expansion  on  a  piston  from  5  atmo¬ 
spheres  down  to  atmospheric  pressure,  results  in  an  efiiciency  of 
62  per  cent. — that  is  to  say,  a  loss  of  38  per  cent. ;  and  that  this 
loss  is  compensated  by  the  re -heating  of  the  air  during  expansion 
by  the  intermixed  steam.  The  expenditure  in  thus  re-heating  the 
air  is  only  a  small  proportion  of  the  total  fuel  consumed.  The 
quantity  of  heated  water  supplied  to  the  reservoir  of  the  car  is 
about  3  cubic  feet,  at  a  temperature  of  340°  F.,  and  the  car 
returns  with  about  25-  cubic  feet  of  water  at  212°  F.,  the  difference 
representing  the  consumption  of  about  2  lbs.  of  coal,  whilst  the 


MEKARSia'S  COMPRESSED-AIR  CAR. 


521 


fuel  consumed  in  charging  the  reservoirs  with  compressed  air 
amounts  to  33  lbs.  of  coal.  The  cooling  of  the  heated  water,  and 
the  diminution  of  pressure  of  the  air  in  the  reservoir,  take  place 
simultaneously  in  the  course  of  the  journey ;  and  thus  the  ele¬ 
ments  of  the  mixture  may  be  maintained  in  sensibly  constant  pro¬ 
portions.  It  is  stated  that  the  quantity  of  air  consumed  does  not 
exceed  1 1  cubic  feet  per  mile-run. 

The  Me'karski  car  works  well  as  a  mechanical  engine — free  from 
smoke,  steam,  noise,  and  fumes. 

Mekarski’s  system  of  propulsion  by  compressed  air  was  adopted 
for  working  the  Nantes  tramways,  which  consist  of  a  line  of  tram¬ 
way  3I  miles  in  length,  4  feet  inches  in  gauge.  The  line  is  gene¬ 
rally  level.  The  cars  carry  19  passengers  inside,  and  12  on  the  plat¬ 
form  at  the  rear.  The  compressed-air  reservoirs  are  placed  between 
the  frame-plates,  beneath  the  body  of  the  car.  They  are  charged 
with  a  pressure  of  30  atmospheres,  or  450  lbs.  per  square  inch.  The 
pressure  is  reduced  to  from  4  to  6  atmospheres,  or  60  lbs.  to  90  lbs. 
per  square  inch,  for  admission  to  the  cylinders.  There  are  two 
stations  for  compressing  the  air-supply,  at  one  of  which,  the  larger, 
there  are  four  50  horse-power  engines,  of  which  two  are  at  work 
daily.  Each  engine  drives  two  pumps,  by  which  the  air  is 
compressed  successively  to  6  atmospheres  and  30  atmos¬ 
pheres,  stored  in  reservoirs.  From  these,  the  cars  are  charged 
in  twenty  minutes,  the  charge  being  sufficient  for  one  trip. 
The  trip  of  3f  miles  is  run  in  forty  minutes,  making  an  average 
speed  of  5J  miles  per  hour.  The  total  time  per  trip  is  one  hour. 
The  total  cost  for  wages  and  material  for  repair  of  the  work¬ 
ing  plant,  was,  for  the  first  year  of  the  tramway,  i'37d.  per 
mile  run.  Of  course,  the  expenses  for  repair  are  greater  as  the 
plant  becomes  worn  out;  and  the  expenses  may,  it  has  been 
estimated,  by-and-by  amount  to  7  Jd.  or  8d.  per  mile  run. 

The  weight  of  the  car,  in  working  order,  is  6  tons ;  and,  allow¬ 
ing  3  tons  for  passengers  and  attendants,  the  gross  amount  moved 
is  9  tons.  The  cylinders,  two  in  number,  are  5f  inches  in  dia¬ 
meter,  with  a  stroke  of  iO:f  inches.  According  to  Sir  Frederic 
Eramwell,  who  reported  on  the  system  at  Nantes,  4J  tons  of  coal 


522 


MECHANICAL  POWER  ON  TRAM  If  AYS, 


are  consumed  by  the  compressing  engines  per  day,  in  winter,  when 
86  double  trips  are  made  per  day,  or  (86  x  2  x  =  )  645  miles 
run;  with  a  consumption  of  i5'64  lbs.  of  coal  per  mile-run,  or 
1-74  lb.  per  ton-gross  moved  per  mile-run. 

Two  Mekarski  locomotives  were  placed  on  the  Wantage  Tram¬ 
way  in  July,  1880,  and  worked  the  traffic  for  three  months.  The 
engines  made,  on  ordinary  days,  four  double-trips,  with  one 
passenger-car  ;  and,  on  special  days,  five  double-trips,  frequently 
taking  two  loaded  cars  in  both  directions.  The  initial  pressure 
was  30  atmospheres,  and  each  engine  made  the  double-trip,  5 
miles,  with  one  charge  of  compressed  air,  the  pressure  falling  to 
about  5  atmospheres  in  the  battery  of  three  working  reservoirs,  and 
to  27  atmospheres  in  the  fourth,  or  reserve  reservoir.  The  pres¬ 
sure  at  which  the  air  was  supplied  to  the  cylinders  seldom 
exceeded  70  lbs.  per  square  inch.  The  speed  of  travelling  on  the 
line  averaged  9  miles  per  hour ;  the  mileage  run  by  two  cars 
amounted  to,  say,  40  miles  per  day,  or,  allowing  for  special  trips, 
an  average  of  42  miles  per  day.  Mr.  G.  Stevenson,  engineer  of 
the  line,  estimated  that  24  cwt.  of  coal  was  consumed  per  day  on 
the  compressing  power — an  absurdly  excessive  consumption, 
showing,  evidently,  that  the  means  were  not  properly  proportioned 
to  the  end. 


Scott-Moncrieff. 

Mr.  Scott-Moncrieff’s  car,  worked  by  compressed  air,  resembles 
in  appearance  an  ordinary  tramway-car.  The  reservoirs  and 
machinery  are  carried  on  a  frame  below  the  floor  of  the  car.  In 
the  central  portion  the  engines  are  carried.  In  the  car  hrst  made, 
and  started  for  trial,  about  the  middle  of  1875,  Vale  of 

Clyde  Tramway,  there  were  six  reservoirs  holding  compressed  air 
— three  at  each  end  of  the  car.  The  air  was  supplied  to  the 
reservoirs  at  a  pressure  of  350  lbs.  per  square  inch.  There  were 
two  air-cylinders,  6  inches  in  diameter,  with  a  stroke  of  14  inches. 
The  supply  of  air  was  wire-drawn  before  it  was  admitted  into  the 
cylinders,  and  cut  off  so  that  it  expanded  to,  and  was  exhausted  at 


BEAUMONl' S  COMPRESSED-AIR  CAR.  523 

atmospheric  pressure.  The  total  weight  of  the  car  was  6f  tons ; 
with  40  passengers,  10^  tons.  Mr.  Scott-Moncrietf  states,  that 
during  a  trial  of  the  car,  lasting  fourteen  days,  on  the  line  between 
Govan  and  Paisley  Toll,  the  reservoirs  were  charged,  after  every 
three-miles  run,  with  compressed  air  having  a  pressure  of  310  lbs. 
per  square  inch,  which  was  worked  until  the  pressure  fell  to 
ICO  lbs.  or  no  lbs.  The  average  pressure  in  the  cylinders  was 
about  2  2i  lbs.  per  square  inch.  Mr.  Scott-Moncrieff  states  that 
his  car  consumed  from  400  to  500  cubic  feet  of  air  as  at  atmo¬ 
spheric  pressure  per  mile,  and  he  is  of  opinion  that  a  compressing- 
engine  of  about  150  indicator  horse-power  would  be  capable  of 
keeping  up  a  service  of  1,000  miles  per  day. 

Mr.  Scott-Moncrieff’s  engine  resumed  regular  duty  on  the  Vale 
of  Clyde  for  a  few  weeks  in  the  beginning  of  1877.  From  the 
results  of  his  experiments,  he  concluded  that  the  cost  price  of 
working — including  drivers’  wages,  lighting,  cleaning — was  be¬ 
tween  3d.  and  4d.  per  mile-run. 


Beaumont. 

A  compressed-air  car  on  Major  Beaumont’s  system  was  con¬ 
structed  by  Messrs.  Greenwood  &  Batley.  The  initial  pressure 
in  the  reservoirs,  which  have  a  capacity  of  65  cubic  feet,  was 
1,000  lbs.  per  square  inch.  This  high  pressure  was  adopted,  for 
it  was  found  that  the  higher  the  pressure  the  greater  was  the  effi¬ 
ciency.  This  conclusion  is  apparently  in  contradiction  to  the 
conclusions  drawn  from  other  experience,  as  well  as  from  the 
elementary  data  which  have  already  been  considered.  But  the 
explanation  lies  in  the  use  of  a  compound-engine  of  four  cylin¬ 
ders,  in  which  the  air  is  successively  expanded  down  from  an 
initial  pressure  of  1,000  lbs.  per  square  inch,  to  the  pressure  at 
which  the  air  is  exhausted  into  the  atmosphere.  The  volumes  of 
the  cylinders  successively  are  as  i,  3,  9,  27,  having  a  common 
ratio  of  i  to  3,  and  showing  that  the  air  may  be  expanded  in  the 
engine  as  many  as  27  times.  When  the  pressure  falls  off,  the  first 


5^4 


.MECHANICAL  POWER  ON  TRAMWAYS. 


cylinder  is  closed  to  the  air,  which  is  then  turned  on  direct  to  the 
second  cylinder ;  again,  on  further  need,  it  is  closed  to  the  second 
cylinder,  and  turned  on  direct  to  the  third,  and  ultimately  direct 
to  the  fourth.  As  Mr.  Greenwood  remarks,  the  same  power  may 
thus  be  got  out  of  the  engine  under  a  decreasing  pressure.  He 
calculated  on  a  loss  of  four-fifths  of  the  steam-power  used  for  com¬ 
pression  ;  but  he  hopes  to  reduce  the  loss  to  two-thirds,  leaving 
one-third  of  the  work  of  the  steam  as  the  useful  work  done.  The 
horse-power  given  out  per  cubic  foot  of  air  at  i,ooo  lbs.  pressure 
is  under  5  horse-power.  The  engine  above  noticed  has  run 
miles  with  a  load  of  4  or  5  tons  ;  but  Mr.  Greenwood  considers 
that  with  a  reservoir  of  100  cubic  feet  of  capacity,  fully  charged,  a 
run  of  ten  miles  could  be  made.  The  weight  of  such  an  engine 
would  be  from  4  to  4^  tons. 

The  four  compounded  cylinders  have  been  replaced  by  two  sets 
of  compound  cylinders,  two  to  each  set,  in  each  of  which  sets  the 
air  is  expanded  from  the  first  cylinder  into  the  second.  The 
temperature  of  the  expanding  air  is  maintained  to  a  greater  or  less 
degree  by  the  external  application  of  heat  in  a  steam-jacket.  An 
engine  of  this  construction  was,  in  1881,  at  work  on  trial  on  the 
Leytonstone  extension  of  the  North  Metropolitan  Tramway. 


Hughes  and  Lancaster. 

From  the  results  of  trials  made  by  the  author  with  one  ot 
Messrs.  Hughes  &  Lancaster’s  low  -  pressure  compressed  -  air 
tram-cars,  propelled  by  means  of  four  single-acting  5 -inch 
cylinders,  of  3  inches  stroke,  it  appears  that  the  consumption 
of  compressed  air  was  at  the  rate  of  30^^  pounds  per  mile-run  for  a 
level.  The  car,  with  passengers,  weighed  4^  tons  ;  and  the  work 
done  was  at  the  rate  of  22,070  foot-pounds  per  pound  of  air. 
The  maximum  working  pressure  of  compressed  air  was  132  pounds 
per  square  inch. 


CHAPTER  VI. 

CABLE  TRACTION. 

The  working  of  tramways  by  .cable  haulage  is  effected  by  the 
employment  of  an  endless  wire  rope  continuously  moving  in  one 
direction,  supported  on  pulleys  within  a  slotted  tube  laid  below  the 
surface  of  the  street  or  roadway,  or  between  the  rails  of  a  surface 
or  an  elevated  railway.  The  rope  is  driven  by  means  of  a  fixed 
or  stationary  steam-engine  or  other  motor,  situated  at  a  suitable 
place  near  the  line,  the  motion  of  the  cable  being  intermittently 
communicated  to  the  cars,  for  starting  and  stopping,  by  means  of 
a  gripper  attached  to  the  car. 

The  principle  of  cable  traction  has  been  successfully  applied  on 
railways  and  in  mines  for  many  years.  The  first  practical  test 
for  cable  traction  was  made  in  San  Francisco,  in  1873,  by  Andrew 
S.  Halliday  and  his  associates,  A.  E.  Hovay,  W.  Eppelscheimer, 
and  Henry  Root.  For  heavy  street  traffic  the  cable  is  extensively 
employed. 

The  slotted  tube  is  of  concrete.  It  is  virtually  an  arch  of  which 
the  key  is  left  out.  It  is  constructed  with  yokes  or  frames  of 
angle-iron  or  cast-iron.  The  latter  material  is  preferred.  The 
sides  act  as  cantilevers  to  resist  the  lateral  pressure  of  the  soil, 
packed  by  heavy  waggon  traffic,  and,  in  cold  climates,  the  pressure 
in  addition  due  to  the  expansion  of  the  soil  by  freezing.  The 
first  tube  was  12  inches  wide,  15  inches  deep,  or  22  inches  below 
the  level  of  the  street.  The  slot  is  usually  inch  wide,  and  it  is 
formed  by  two  slot  rails  which  are  fastened  to  the  yokes  at  the 
upper  side.  The  slot  rails,  of  overhung  formation,  are  brought  up 


526 


MECHANICAL  POWER  ON  TRAM  WAVS. 


to  the  surface  level  and  require  to  have  great  vertical  and  lateral 
strength,  whereby  they  are  nearly  as  heavy  as  the  way-rails. 

The  gripper  is  a  powerful  vice  within  the  tube,  supported 
by  or  suspended  from  the  car  by  means  of  a  thin  shank  through 
the  slot.  It  is  worked  from  the  platform  by  a  lever  or  a  hand- 
wheel  through  the  medium  of  an  excentric  toggle-joint  or  an 
equivalent  device,  and  is  caused  to  grip  the  rope  with  a  pressure 
sufficient  to  impart  the  motion  of  the  rope  to  the  car.  The  rope 
is  grasped  between  two  flat  plates  or  jaws,  upper  and  lower, 
usually  of  steel,  and  from  i8  inches  to  20  inches  long,  lined  with 
removable  dies  for  wear,  slightly  grooved  to  fit  the  rope.  Grips 
are  of  two  types — vice-grips  and  roller-grips.  The  former  com¬ 
prise  the  side  grip,  the  top  grip,  the  bottom  grip.  Side  grips  are 
usually  constructed  with  a  pair  of  jaws  at  each  side  of  the  shank. 
They  take  the  rope  on  either  side  without  turning  the  cars. 

The  cable  is  a  steel  wire-rope,  commonly  of  6  strands  twisted 
round  a  heart  of  hemp  rope,  each  strand  of  19  wires,  of  which 
7  wires  form  the  heart  of  the  strand,  round  which  the  other  1 2  wires 
are  wrapped.  Sometimes  the  12  enveloping  wires  are  larger  than 
the  7  heart  wires  to  provide  allowance  for  wear.  Ropes  are  also 
made  with  6  strands  of  16  wires  each,  or  7  strands  of  19  wires, 
usually  laid  12  over  6  over  i.  On  straight  lines  19  wires  do  good 
service.  Ropes  are  also  made  with  a  wire  centre.  Though 
stronger  than  others  they  are  not  so  flexible. 

Cables  are  from  i  inch  to  i  J  inches  in  diameter.  The  usual  sizes 
are  inches  and  i  f  inches.  The  if-inch  ropes  weigh  aj-lbs.  per 
foot,  and  their  breaking  weight  is  about  80  tons.  The  average 
life  of  common  ropes  is  12J  months,  or  88,402  miles,  making 
about  85,000  miles  per  year.  The  general  average  life  for  all  lines 
and  ropes  is  about  8  months,  or  from  40,000  to  150,000  miles. 
According  to  the  system  of  wire  rope  known  as  the  Lang  lay  the 
wires  forming  the  strands,  and  those  of  the  strands  themselves, 
are  laid  in  the  same  direction  instead  of  in  opposite  directions 
Thus,  a  larger  portion  of  each  outside  wire  is  e.xposed  for  wear, 
the  rope  is  of  greater  flexibility,  and  a  maximum  degree  of  wear 
is  attained  without  fracturing  of  the  wires. 


CABLE  TRACTION  IN  SAN  FRANCISCO. 


5^1 


The  driving  machinery  operates  on  the  rope  by  frictional  contact 
with  two  large  V-grooved  pulleys  in  tandem,  usually  lined  with  wood 
or  with  babbit  metal.  The  rope  makes  two  wraps  over  the  pulleys, 
like  the  letter  S,  known  as  the  front  driver  and  the  back  driver. 
The  pulley  shafts  are  geared  together  by  two  spur-wheels,  one  ol 
which  is  driven  by  a  toothed  wheel  on  the  engine  shaft.  Frictional 
contact  is  maintained  by  tension  apparatus,  in  which  a  large 
sheave  is  mounted  on  a  car  which  travels  to  and  fro  on  a  track 
laid  over  a  long,  narrow  pit.  A  tail  rope  or  a  chain  is  connected 
to  the  car,  and  is  led  over  a  pulley,  suspended  within  a  deep 
well,  and  loaded  with  a  heavy  weight,  which,  taking  up  the  slack, 
maintains  tension  on  the  cable.  The  length  of  the  track  is  from 
150  feet  to  200  feet  for  long  lines.  The  length  of  the  tail  rope  is 
adjustable  by  means  of  hand-wheel  and  worm-gear  on  the  car. 

The  steam-power  is  from  200  to  1,500  horse-power  in  duplicate, 
averaging  25  actual  horse-power  per  car,  including  reserve.  In 
INIelbourne,  Australia,  the  aggregate  length  of  cable  is  91  miles. 
There  is  15  horse-power  per  car  of  the  average  number  of  cars 
running.  On  American  lines  there  is  an  average  of  4*6  horse¬ 
power  to  move  1,000  feet  of  cable.  The  power  required  to  move 
the  cable  alone  is  from  35  per  cent,  to  75  per  cent.  The  average 
of  twelve  roads  is  54  per  cent.  The  approximate  “  steam  horse¬ 
power”  to  work  a  line  employing  less  than  10  miles  of  rope  may 
be  estimated  as  follows: — Allow  4  horse-power  to  each  1,000  feet 
of  rope,  reckoning  each  right-angle  curve  equivalent  to  1,500  feet 
of  straight  way.  Add  3  horse-power  for  each  car  of  ordinary  size, 
and  60  horse-power  for  engines  and  machinery. 


Cable  Tramways  in  San  Francisco  and  Chicago. 

Several  tramways  are  in  operation  in  San  Francisco.  Of  these, 
the  Clay  Street  Tramway  has  a  double  way,  about  5,500  feet,  or 
1-04  miles  in  length,  of  3^  feet  gauge,  ilt  rises  to  a  height  of 
307  feet  above  the  starting-point,  in  the  course  of  2,475  rnaking 

an  average  gradient  of  i  in  8,  the  steepest  gradient  being  i  in  6. 


52  8  MECHANICAL  POWER  ON  TRAMWAYS. 

On  the  other  tramways  of  San  Francisco  there  are  gradients  of 

I  in  5,  on  which  cars  are  drawn  upwards  and  downwards  with 
ease  and  security.  A  car  with  its  coupled  dummy  in  front,  when 
fully  loaded,  hold  together  44  passengers. 

The  disposition  of  the  dummy  car,  tube,  and  gripping  apparatus 
is  shown  in  Figs.  314  and  315.  Below  the  surface,  and  about  the 
middle  of  each  way,  there  is  a  channel,  or  technically  a  tube, 
within  which  the  endless  rope  travels  on  pulleys.  The  tube  also 
affords  protection  for  the  gripper  a,  connected  to  the  dummy  on 
the  way  by  means  of  a  flat  bar  of  iron  which  passes  up  through 
the  longitudinal  slot  in  the  upper  part  of  the  tube.  The  throwing  of 
the  gripper  into  action,  by  grasping  the  rope,  induces  the  necessary 
motion  of  the  car,  which,  of  course,  travels  at  the  same  velocity 
as  the  rope.  The  slot  is  not  immediately  over  the  centre  of 
the  tube,  but  on  one  side,  in  order  that  grit  or  other  droppings 
falling  through  the  slot  does  not  lodge  on  the  rope,  but  falls  to 
the  bottom  of  the  tube.  By  this  means,  also,  the  gripper  passes 
by  and  under  the  upper  pulleys,  c.  Fig.  315,  and  over  the  lower 
pulleys,  D,  Fig.  314  in  the  tube. 

The  rope,  endless,  travels  down  one  way  and  up  the  other.  At 
the  summit  the  rope  is  turned  on  to  one  series  of  8-feet  pulleys, 
and  led  into  the  engine-house.  Thence  it  passes  out  by  another 
series  of  8-feet  driving  pulleys,  the  rope  making  a  right-angle  turn 
to  the  left  and  right  after  leaving  the  house.  At  each  terminus  of 
the  road  the  rope  passes  half  round  an  8-feet  horizontal  sheave, 
fixed  to  a  tension-carriage  moveable  horizontally,  for  the  purpose 
of  maintaining  uniform  tension  on  the  cable.  The  pulleys  d. 
Fig.  314,  by  which  the  rope  is  supported  in  the  tube,  are  from 

II  inches  to  12  inches  in  diameter,  secured  to  cast-iron  standards 
placed  30  feet  apart,  with  man-holes  and  doors  for  access.  The 
sheaves  on  the  Chicago  road  are  formed  in  halves  bolted  together, 
with  wood  between,  the  dividing  plane  being  at  right-angles  to  the 
axle  of  the  pulley.  The  wood  thus  forms  the  bottom  of  the 
groove,  and  is  exposed  to  the  wear.  It  is  renewed  every  two 
months.  The  slot-rails  are  supported  by  intermediate  cast-iron 
standards,  placed  at  from  3  feet  to  4  feet  apart,  and  they  are 


CABLE  TB ACTION  IN  SAN  FRANCISCO. 


529 

fixed  at  a  distance  of  f  inch  apart,  transversely,  forming  the  slot. 
Sheet-iron  tubing,  e,  Fig.  314,  about  to  inches  wide,  reaching 
upwards  to  within  15  inches  of  the  surface  of  the  street,  is  bolted 
to  the  cast-iron  standards.  The  tubing  is  packed  outside  with 
earth,  and,  to  prevent  the  earth  from  getting  into  the  tubing,  a 
3-inch  plank,  F,  Fig.  314,  is  placed  on  edge  on  the  standards,  the 
upper  edge  being  at  the  level  of  the  underside  of  the  slot-rail. 
The  running  rails  are  laid  on  longitudinal  wood  sleepers,  about 
3f  inches  wide,  5^  inches  deep,  and  these  are  let  into  and  supported 
by  short  cross  sleepers,  the  inner  ends  of  which  have  a  bearing 
on  the  standards,  and  are  bolted  to  them. 

According  to  another  system  of  construction  in  San  Francisco 
the  standards  are  formed  from  ordinary  railway-bars,  bent  as 
required,  braced  and  arranged  to  carry  both  the  slot-rails  and  the 
running  rails.  A  culvert,  or  “  tube,”  of  Portland-cement  concrete 
is  constructed  in  place  of  sheet-iron  tubing. 

Where  a  steep  rise  occurs  in  the  road,  the  wire  rope  is  kept  down 
by  small  pulleys,  as  shown  in  Fig.  315,  from  6  inches  to  8  inches 
in  diameter,  mounted  in  a  frame.  Where  the  rope  leaves  a  summit 
and  descends,  it  is  passed  over  a  pulley  of  about  4  feet  in  diameter. 

The  cable  is  about  11,000  feet  in  length,  i  inch  in  diameter, 
of  crucible  steel  wire,  of  6  strands  of  19  wires.  Each  wire 
has  a  tensile  strength  of  160,000  pounds,  or  71  tons,  per  square 
inch.  It  can  be  bent  in  any  direction  without  fracture.  The  wire 
rope  is  found  to  stretch  i  per  cent,  of  its  length  before  being  too 
much  weakened  for  use.  The  average  life  of  the  rope  is  about 
fifteen  months.  On  some  tramways  the  length  of  rope  is 
17,000  feet.  A  tensional-pulley  system  is  provided  in  the  engine- 
house,  about  50  feet  in  length. 

The  shank  b  of  the  gripper  a.  Fig.  314,  is,  as  before  noted,  a  flat 
bar  of  iron  5^  inches  wide,  f  inch  thick,  which  works  through  the 
longitudinal  slot,  and  to  the  lower  end  of  which  the  gripper 
attachment  is  made.  This  consists  of  two  pairs  of  3^-inch  pulleys, 
placed  obliquely,  the  pulleys  of  each  pair  being  10  inches  apart 
and  secured  to  sliding  frames,  mounted  with  jaws  for  the  purpose 
of  taking  a  firm  hold  of  the  rope.  The  small  sheaves  act  as  guides 

M  M 


* 


530 


MECHANICAL  POWER  ON  IRA  ALWAYS. 


Fig.  314.  Cable  Tramways,  San  Francisco  :  Transverse  Section  of  Way, 

Tube,  and  Gripper. 


CABLE  TRACTION  IN  SAN  FRANCISCO 


53^ 


M  M  2 


532 


MECHANICAL  POWER  ON  TRAMWAYS. 


for  the  rope  to  pass  between  the  jaws,  and  they  are  gradually 
tightened  on  the  rope  by  the  screw  g.  The  dummy,  through  the 
medium  of  the  shank  and  pulleys,  gradually  acquires  the  velocity 
of  the  rope  until  the  gripping  jaws  are  brought  into  action,  and 
firmly  acquires  a  hold  of  it  by  means  of  the  screw  g. 

The  speed  of  the  cable  is  6  miles  per  hour,  running  for  i6  hours  a 
day.  It  is  driven  by  two  horizontal  steam-engines,  each  of  loo-horse 
power,  of  which  one  is  kept  in  reserve ;  and  about  2,900  pounds 
of  small  coal  is  consumed  per  day.  The  total  cost  of  the  engines 
and  machinery  was  about  ;£'3,ooo.  A  double  way  of  the  tramway, 
having  a  tube  30  inches  deep,  costs,  on  an  average,  0,000  per 
mile,  not  including  rolling  stock.  For  a  tube  12  inches  deep  the 
cost  would  probably  be  ^S,ooo.  It  is  believed  that  a  gauge  of 
31^  feet  is  as  effective  as  the  5-feet  gauge,  and  is  frequently  more 
convenient.  The  dummy  carries  18  passengers,  the  car  26 ; 
together,  44.  Each  vehicle  is  provided  with  a  powerful  break. 

Many  of  the  cable  roads  have  right-angle  curves,  for  which  the 
rope  is  deflected  by  means  of  two  horizontal  8-feet  pulleys,  with 
other  auxiliary  pulleys. 


Highgate-hill  Cable  Tramway,  London. 

The  Highgate-hill  cable  tramway  was  the  first  cable  line  con¬ 
structed  in  this  country.  The  works  were  carried  out  by  the 
Patent  Cable  Tramways  Corporation,  under  the  supervision  of 
Messrs.  Eppelsheimer  and  Colam  ;  and  the  line  was  opened  in 
May,  1884.  It  is  nearly  f  mile  in  length,  of  double  way,  con¬ 
structed  to  a  gauge  of  3^  feet,  between  the  Archway  Tavern, 
Upper  Holloway,  and  Southwood  Lane,  near  the  summit  of  High¬ 
gate-hill. 

The  gradients  vary  from  i  in  ii  to  i  in  15,  and  the  curves  from 
250  feet  to  3,000  feet  in  radius.  The  way  was  laid  with  steel 
rails  ot  the  Dugdale  type,  weighing  52  pounds  per  yard.  The  cable 
consists  of  crucible  steel  wire,  in  strands  closed  round  a  hemp  core. 
It  is  3  inches  in  circumference,  or  -f  l-  inch  thick,  and  it  weighs 
about  5  tons  complete.  It  passes  round  two  8-feet  pulleys  at  the 


EDINBURGH  NORTHERN  CABLE  TRAMWAYS.  533 

termini,  in  brick  pits.  The  endless  rope  is  carried  on  pulleys 
beneath  the  track,  in  a  “tube”  of  concrete,  lo^  inches  deep, 
8^  inches  wide.  It  is  driven  by  two  independent  horizontal  steam 
engines,  each  of  25  nominal  horse-power,  affording  service  in  du¬ 
plicate.  The  speed  of  the  rope  is  from  5  miles  to  6  miles  per  hour.* 


Edinburgh  Northern  Cable  Tramways. 

Mr.  W.  N.  Colam,  the  engineer  of  the  Edinburgh  Northern 
Cable  Tramways,  describes  the  two  routes  of  which  the  tramways 
are  composed — the  Trinity  route  and  the  Stockbridge  route.! 


Fig.  316.  Edinburgh  Northern  Cable  Tramways  :  Gradient 

Diagram,  Trinity  route. 


The  gauge  of  the  ways  is  4  feet  inches.  The  two  lines  start 
from  Princes  Street,  one  in  Hanover  Street,  the  other  in  Frederick 
Street.  The  first  named,  or  Trinity  route,  passes  Henderson 
Row,  where  the  cables  branch  off  to  the  engine-house.  It  takes 
18  curves,  varying  in  radius  from  80  feet  to  980  feet,  the  smallest 
curve  being  less  than  a  right  angle.  It  is  also  diverted  at  various 
places  by  nine  large  pulleys.  The  total  height  ascended  is 
187  feet.  The  double  way  is  ij  miles  long.  It  is  almost  entirely 
on  gradients,  varying  from  i  in  1 1  to,  for  the  greater  part,  i  in  60 
approximately.  Fig.  316  is  a  gradient  diagram  of  the  line. 

The  gradient  diagram.  Fig.  317, is  that  of  the  Stockbridge  route, 
on  which  the  steepest  gradient  is  i  in  13.  The  length  of  way. 

*  Since  the  above  paragraphs  were  written,  the  line  has  stopped 
working. 

t  In  a  paper  read  before  the  Association  of  Municipal  and  Sanitary 
Engineers  of  Great  Britain. 


534 


MECHANICAL  POWER  ON  TRAMWAYS. 


double  line,  is  1*20  mile.  After  passing  over  100  feet  curves  into 
the  Royal  Circus,  the  line  is  almost  entirely  a  series  of  curves, 
passing  through  steep  and  very  narrow  roads.  At  Stockbridge, 
where  the  cable  leaves  for  and  returns  from  the  engine-house,  the 
line,  though  curvy,  is  nearly  level.  The  cable  traverses  28  curves 
of  radii  varying  from  80  feet  to  400  feet.  It  is  diverted  by  means 
of  nine  large  pulleys.  The  line  rises  173  feet.  The  tramways 
were  opened  in  January,  1888. 

The  road  is  shown  in  section  by  Figs.  318  and  319,  having  two 
lines  of  way.  The  conduit  or  “  tube”  is  of  concrete  ;  it  is  19  inches 
deep  from  the  surface  and  9^  inches  wide.  Cast-iron  tube-frames 
are  embedded  in  the  concrete,  at  3^  feet  apart  between  centres. 


Fig.  317. — Edinburgh  Northern  Cable  Tramways  : 

Gradient  Diagram,  Stockbridge  route. 

to  which  the  slot-rails  are  bolted,  forming  a  slot  f  inch  wide.  The 
frames  are  i  inch  thick  in  the  webs,  and  they  weigh  135  lbs. 
each.  They  are  lined  up  in  place  before  the  concrete  is  poured 
in.  Thus  a  solid  mass  is  constructed,  by  which  subsidence  or 
closing,  of  the  slot,  is  prevented.  The  extreme  depth  occupied  by 
the  tube  is  26  inches  below  the  surface.  The  bottom  of  the  tube 
is  7  inches  thick,  the  sides  6  inches,  and  the  concrete  floor  of  the 
way,  5  inches.  A  6-inch  clay  pipe  is  laid  under  the  bottom  of  the 
tube,  by  which  it  is  drained  from  recesses  in  the  concrete  in  which 
the  supporting  pulleys  are  mounted  at  50  feet  apart  between 
centres.  On  two  of  the  worst  curves,  there  are  convenient  subways 
between  the  two  lines  of  way,  from  which  pulleys  may  be  renewed 
or  adjusted. 

The  running  rails  are  of  girder  type,  6  inches  deep,  of  steel. 


EDINBURGH  NORTHERN  CABLE  TRAMWAYS. 


535 


Fig.  319.  Edinburgh  Northern  Cable  Tramways  :  Longitudinal  Section 


53^ 


MECHANICAL  POWER  ON  TRAMWAYS. 


Fig.  320.  Edinburgh  Noitheni  Cable  Tramways  :  Supporting  Pulleys  for  Cable  (Colam’s  Patent). 


EDINBURGH  NORTHERN  CABLE  7E  AM  WAYS.  537 


weighing  75  lbs.  per  yard.  The  slot-rails  are  fished  with  plates 
weighing  34  lbs.  each.  They  are  tied  to  the  running  rails  by 
adjustable  bars  to  keep  these  accurately  in  gauge  with  the  slot. 
The  supporting  pulleys,  Fig.  320,  are  of  cast  iron,  14  inches  in 
diameter,  V-shaped  in  the  tread.  The  journals  revolve  in  boxed 
lignum-vitae  bearings.  The  horizontal  supporting  pulleys  for 
curves.  Fig.  321,  are  14  inches  in  diameter.  The  large  diverting 
pulleys  are  of  cast  iron  ;  the  jaws  are  bolted  on  in  segments,  with 
good  treads.  The  terminal  pits.  Figs.  322  and  323,  holding  the 
diverting  pulleys,  are,  one  of  brick,  the  other  of  concrete.  They 
are  19  feet  long,  ii  feet  broad,  8  feet  deep.  The  roofing  is  con¬ 
structed  of  rolled  joints,  jack  arches,  and  buckled  plates. 


Fig.  321.  Edinburgh  Northern  Cable  Tramways  :  Horizontal  Supporting 

Pulley,  on  curves. 


The  cables  are  those  known  as  the  Lang  lay.  This  rope  gives 
a  maximum  quantity  of  wear  without  fracture  of  wires,  as  it  admits 
of  the  use  of  comparatively  larger  wires,  and  is,  at  least,  as  flexible 
as  the  older  system.  The  rope  is  of  crucible  or  steel  wire  laid 
round  a  hempen  core,  in  6  strands,  each  of  13  wires — 7  round  6. 
The  wires  have  stood  a  tensile  stress  of  80  tons  per  square  inch, 
and  torsional  tests  of  35  twists  in  8  inches  of  length.  The  lay 
of  the  rope  is  9  inches,  the  circumference  is  34  inches,  and  the 
diameter  is  1*03  inches. 

The  gripper,  with  details,  is  shown  in  Fig.  324.  “  The  driver, 

in  operating  the  hand-wheel,  raises  or  lowers  a  nut  by  the  square- 
thread  spindle.  Attached  to  the  nut  are  two  rods  which  raise 


538  MECHANICAL  POWER  ON  TRAMWAYS. 

or  lower  the  bottom  jaw  of  the  gripper,  the  upper  portions  of 
which  slide  through  openings  in  the  plate,  which  has  the  upper 
jaw  casting  bolted  to  it.  This  plate  rests  on  angles  suspended 


from  the  bogie  axles  of  the  cars,  and  is  firmly  held  down  in  its 
place  by  wedges  which  are  forced  in  or  out  by  the  driver  through 
screw  spindles  and  inclined  slots.  When  the  wedges  are  with- 


EDINBURGH  NORTHERN  CABLE  TRAMWAYS.  539 


drawn  the  whole  gripper  will  rise  by  the  action  of  the  hand-wheel. 
The  bottom  jaw  can  be  lowered  out  6  inches,  and  by  that  means 
the  cable  can  be  picked  up,  because  when  the  rounded  bottom  of 
the  jaw  touches  it,  the  cable  ascends  into  its  place  in  the  gripper. 


The  dies  by  which  the  cable  is  gripped,  are  of  the  softest 
cast-iron,  and  they  last  on  an  average  about  six  weeks.  The 
sectional  area  of  the  steel  shanks  where  they  work  in  the  slot  is 
4*92  square  inches.” 


540 


MECHANICAL  POWER  ON  TRAMWAYS. 


Fig.  324.  Edinburgh  Noithern  Cable  Tramways  :  Gripper  (Colam’s  Patent). 


EDINBURGH  NORTHERN  CABLE  TRAMWAYS.  541 


The  cable  is  driven  by  a  pair  of  horizontal  non-condensing 
steam-engines,  having  20-inch  cylinders,  with  a  stroke  of  40  inches. 
The  Proell  automatic  expansion  gear  is  employed.  Either  engine 
is  capable  of  working  the  two  routes,  and  one  of  the  routes  can  be 
thrown  off  without  interfering  with  the  other.  The  driving  pulley 
is  10^  feet  in  diameter,  having  a  V-groove.  The  jaw  of  the  pulley 
is  removable  in  segments,  and  is  lined  with  white  metal,  which  is 
renewed  when  the  groove  wears  to  the  bottom.  The  bottom  of 
the  V  is  filled  with  soft  wood  upon  which  the  cable  bottoms. 
The  cable,  on  entering  the  engine-house,  goes  direct  to  the 
driving-pulley,  on  which  it  makes  a  three-quarter  turn,  and  thence 
passes  over  a  lo-feet  pulley  to  the  automatic  tension-pulley, 
around  which  it  takes  a  half-turn  when  it  leaves  the  engine-house. 
The  effective  tensional  weight  is  7  cwt. 

Mr.  Colam  summarises  the  working  conditions  as  follows  : — On 
gradients  as  steep  as  i  in  1 1  ;  over  perfectly  flat  roads  ;  round 
small  right-angled  curves ;  over  old  bridges,  in  which  the  crowns 
are  not  twelve  inches  from  the  road  surfaces ;  two  routes  at  con¬ 
siderable  distances  apart,  worked  from  one  engine  in  the  same 
depot;  single  lines  with  passing  places;  reduced  speeds  by  auxi¬ 
liary  cables,  when  it  is  necessary  to  go  round  dangerous  corners. 

The  cost  of  constructing  and  equipping  these  lines  for  a  three- 
minutes  service  of  cars  has  been  as  follows  : 


£> 

s. 

d. 

Track  with  tube,  pulleys,  &c.,  complete 

33C77 

0 

0 

Machinery  buildings,  offices,  chimney  shaft,  &c. 

4,786 

0 

0 

Engines,boilers, machinery  at  depot  and  in  pits 

5A03 

0 

0 

Cars  and  gripping’  machinery  .... 

4C04 

0 

0 

Auxiliary  cable  gear  ..... 

850 

0 

0 

Cables  ........ 

1,260 

0 

0 

Payments  made  to  City  for  paving  up  to  side 

walks,  and  to  gas  and  water  companies, 

and  extras  ....... 

7A50 

0 

0 

^57,230  0  o 


The  cost  is  at  the  rate  of  ^9,867  per  mile  of  single  track, 
including  equipment  for  three-minutes  service  of  cars. 


54^ 


MECHANICAL  POWER  ON  TRAMWAYS. 


Comparisons  of  Receipts  and  Expenditures  taken  from 
THE  Company’s  Balance  Sheets  for  1890,  with  1893. 


Per  mile 
run. 

Year  ending  i8qo. 

Per  mile 
run. 

Year  ending  1893 

d. 

£  s.  d. 

d. 

£  s.  d. 

Receipts 

I2'46 

12,345  14  6 

T  I  •41 

15.275  14  0 

Expenditures  including — 
Motive  power,  traffics 
maintenance,  and 
general  charges 

8-93 

8,284  0  9 

6-38 

8,431  3  7 

Balance  to  nett  revenue  ,  ^4,061  13  9 


^6,844  10  5 


Comparison  of  Passengers  Carried  and  Miles  Run 
TAKEN  from  THE  COMPANY’S  BALANCE  SHEETS 
FOR  1890,  WHTH  1893. 

Passengers 

jMiles  run.  carried. 

For  twelve  months  ending  December,  1890  .  222,822  2,581,994 

„  „  ,,  1893  •  3^6,752  3.263,790 

Increase  ....  93,930  681,796 


Note. — These  93,930  e.xtra  miles  were  run,  and  the  681,796  extra 
passengers  were  carried  at  an  increased  expenditure,  as  indicated 
above,  of  the  comparatively  small  sum  of  ;^i47  2s.  lod. 

Following  on  their  experience  of  the  working  of  the  Edinburgh 
Northern  tramways  for  a  period  of  six  years,  the  Edinburgh 
Corporation  have  lately  purchased  the  horse  tramway  lines  within 
their  city  boundaries,  and  have  determined  to  work  them  by  cable 
traction.  For  this  purpose  they  have  leased  the  lines  to  Messrs. 
Dick,  Kerr  &  Co.  for  a  period  of  twenty-one  years.  Practically, 
therefore,  the  whole  system  will  in  due  course  be  converted  and 
worked  by  means  of  cables. 

It  may  also  be  noted  that  the  tramway  committee  of  the  New¬ 
castle  Corporation  have  made  a  report  in  favour  of  the  working  of 
their  system  by  cable  traction,  and  there  is  little  doubt  that  cables 
will  soon  be  laid  in  that  city.  Other  cities  are  enquiring  in  the 
same  direction,  and  awakening  to  a  knowledge  of  the  advantages 
of  the  cable  system,  and  its  capacity  for  dealing  with  their  heavy 


BIRMINGHAM  CABLE  TRAMWAY. 


543 


traffics  :  facts  which  for  a  considerable  period  have  been  fully 
appreciated  by  the  cities  of  America  and  Australia,  where  heavy 
traffics  have  had  to  be  negotiated. 


Birmingham  Cable  Tramway. 


% 


i\'' 


The  Birmingham  Cable  Tramway — a  section  of  the  Birmingham 
Central  Tramways  —  was  constructed  between 
Colmore  Row,  Birmingham,  and  Hockley,  to  the 
designs  of  Mr.  Joseph  Kincaid  and  Mr.  E. 

Pritchard,  the  engineers  of  the  line ;  and  was 
opened  in  March,  1888.  Fig.  325  is  a  plan 
of  the  Birmingham  terminus  in  Colmore  Row, 
showing  two  lines  of  way,  connected  by  two 
over- crossings,  with  the  position  of  the  large 
terminal  pulley  and  pulley-pit.  The  pulley  and 
its  dispositions  are  shown  in  Fig.  326.  So  also 
are  the  four  large  pulleys  and  pulley-pit  at  Hockley 
in  Figs.  327,  328,  and  329,  which  receive  the 
ropes  on  their  way  to  Birmingham,  and  those  for 
working  the  line  from  Hockley  to  Handsworth. 

A  longitudinal  section  of  the  engine-house  and 
tensional  gear  is  given  in  Fig.  330.  The  rope 
coming  from  Birmingham  enters  the  engine-house 
at  a  low  level,  and  passes  under  and  free  of  the 
first  driving-pulley  to  the  second  driving-pulley, 
by  which  it  is  received,  and  round  which  it  is 
bent,  whence  it  passes  over  the  top,  then  crossing 
over  to  and  winding  under  the  first  pulley. 

Thence  the  rope,  passing  from  the  top  of  the  first 
pulley,  proceeds  to  and  passes  over  and  under  the 
pulley  on  the  tension  -  carriage,  from  which  it 
returns  to  the  engine-house,  and  passes  out  for 
Birmingham.  The  axle  of  the  tension-pulley  is 
not  horizontal,  and  the  pulley  is  inclined.  By 


1 

.i  X 


Fig.  325. — Birmingham  Cable  Tramway  :  Birmingham  Tenninus. 


544 


MECHANICAL  POWER  OA^  TRAMWAYS 


Fig.  326.  Birmingham  Cable  Tramway:  Terminal  Pulley  and  Pit. 


BIRMINGHAM  CABLE  TRAMIVAY. 


545 


this  means  the  rope  coming  from  under  the  pulley  is  diverted  to 
one  side  a  little,  and  passes  by  the  side  of  the  driving-pulleys  in 
the  engine-house.  The  same  system  of  communication  is  em¬ 
ployed  for  the  Handsworth  line. 

A  winch  is  mounted  on  the  tension-carriage,  from  which  a  rope 
is  led  to  a  small  pulley  fixed  to  a  cross-head,  then  round  the  small 
pulley  and  back  to  the  winch.  Strong  volute  springs  are  fixed  at 


Fig.  327,  Birmingham  Cable  Tramway  ;  Pulleys  and  Pulley  Pit 

at  Hockley. 


the  back  of  the  cross-head  to  take  up  or  absorb  any  violent  shock. 
From  this  point  chains  are  led  over  the  pulleys  and  supports,  and 
connected  to  cradles,  in  which  the  tension-weights  are  carried. 
There  are  16  weights  adjustable  in  number  according  to  the 
magnitude  of  the  traffic  or  the  condition  of  the  rails. 

The  line  is  worked  by  steam-power,  for  which  steam  is  su])- 
plied  by  six  Lancashire  boilers,  6  feet  in  diameter,  24  feet  long, 


N  N 


546 


MECHANICAL  POWER  ON  7  RAM  WAYS 


jtjq^  ^2^.  Biiminghani  Cable  Xramway  :  T.ransverse  Section  of  Pulley  Pit,  Hockley. 


BIRMINGHAM  CABLE  TRAMWAY. 


547 


with  two  flues  28^  inches  in  diameter, 
generating  steam  of  80  lbs.  pressure 
per  square  inch.  The  two  flues  merge 
in  one  wide  flue,  which  is  fitted  with 
21  Galloway  tubes.  The  chimney  is 
no  feet  high  above  the  ground  level, 
and  5^  feet  in  diameter  at  the  top. 

The  engines.  Figs.  331  and  332,  are 
a  pair  of  horizontal  steam-engines, 
having  jacketed  cylinders,  24  inches  in 
diameter,  with  a  common  stroke  of 
4  feet,  making  50  revolutions  per 
minute.  The  fly-wheels  are  15  feet  in 
diameter,  2  feet  wide,  and  weigh  about 
8  tons  each.  Under  each  fly-wheel  a 
powerful  steam-brake  is  fixed,  and  the 
engines  can  be  stopped  immediately  in 
case  of  accident  to  the  rope.  The 
main  shaft  is  of  steel,  having  9^  inch 
journals.  The  pinion  on  the  main 
shaft  is  5  feet  4f  inches  in  diameter, 
and  gears  into  the  front  driving  spur- 
wheel,  which  is  13  feet  ii^  inches  in 
diameter.  The  back  driver,  of  equal 
diameter,  gears  with  and  is  driven  by 
the  front  driver.  Either  engine  can  be 
coupled  or  uncoupled  as  required  by 
means  of  clutches  on  the  engine-shaft. 
The  three  spur-wheels  are  keyed  fast 
on  the  shafts,  but  the  large  grooved 
pulleys  are  made  fast  or  loose  on  the 
spur-wheel  shafts  by  means  of  clutches 
and  hand-wheels  on  the  ends.  The 
lower  of  the  rope-driving  pulleys  are 
10  feet  in  diameter.  They  are  for  the 
Birmingham  service.  The  periphery  is 


N  N  2 


Fig.  330.  Birmingham  Cable  Tramway  :  Engine  House  and  Tensional  Gear 


548 


BIRMINGHAM  CABLE  TRAMWAY. 


549 


Fig.  332.  Birmingham  Cable  Tramway  :  Steam  Engine  and  Driving  Gear. — Plan. 


550 


MECHANICAL  POWER  ON  TRAMWAYS, 


grooved  for  the  rope,  and  is  lined  with  compressed  beech-wood, 
held  in  position  by  segments  bolted  on  at  one  side,  as  shown  in 
Fig-  333-  The  upper  of  the  large  grooved  pulleys,  13  feet 


Fig.  333.  Birmingham  Cable  Tramway  :  Rope-driving  Pulley. 


4  inches  in  diameter,  are  employed  on  the  Hands  worth  service. 
The  larger  size  was  adopted  because  the  cars  may  be  run  on  this 
service  at  a  higher  speed. 


Fig.  334.  Birmingham  Cable  Tramway  :  Type  Section  of  Way. 


The  cars  are  constructed  with  two  bogies.  They  can  carry 
20  passengers  inside  and  21  outside  ;  together,  41  passengers. 

A  cross  section,  typical  of  the  whole  of  the  way,  is  given  in 
Fig-  334-  The  gauge  is  3^  feet.  The  running  rails  are  of  girder 


BIRMIXGHAM  CABLE  TRAMWAY.  551 

section,  weighing  98  lbs.  per  yard,  the  slot  rails  are  65  lbs.  per  yard. 
The  conduit  is  of  concrete,  in  which  the  framed  bearers  of  the 
rails,  running  and  slot,  with  the  ordinary  conduit-pulley  supports, 
are  embedded.  The  conduit  is  13  inches  wide,  and  2  feet  8  inches 
deep  below  the  level  of  the  rails.  The  framing,  or  skeleton  ot 
the  conduit,  is  constructed  of  T-steel,  4  inches  by  3  inches  by 
^  inch.  The  frames  or  yokes  are  4  feet  apart  between 
centres.  The  carrying-pulleys,  in  the  lower  part  of  the  conduit, 
for  supporting  the  rope,  are  ii|  inches  in  diameter,  3  inches 
wide. 

The  cable  is  of  steel  wire,  3f  inches  in  circumference,  or  about 
I  *08  inches  in  diameter.  The  cable  contains  6  strands  of  19  wires 
each,  laid  on  a  central  hemp-core.  The  wire  is  No.  15  wire  gauge. 
The  breaking  tensile  strength  of  all  except  the  central  wire  of 
each  strand  is  95  tons  per  square  inch,  and  the  breaking  strength 
of  each  cable  is  33  tons. 

The  gripper,  with  its  mounting,  is  shown  in  Figs.  335  and  336. 
Its  position  relative  to  the  slot-rails  is  shown  in  Fig.  335,  the  upper 
part  of  the  figure  showing  the  slot-rails  in  section.  When  the 
gripper  jaws  are  open,  and  the  cable  runs  freely  between  them, 
it  is  carried  by  the  smaller  rollers,  which  are  carried  by  levers, 
which  work  on  the  pins,  as  fulcra,  and  are  connected  by  a  pin, 
which  causes  them  to  act  in  concert  either  in  raising  or  in  lowering 
the  rope,  and  so  fixing  or  freeing  it.  When  the  lower  jaw  descends, 
with  the  vertically  sliding  plate  to  which  it  is  fixed,  the  helical 
spring,  acting  vertically  under  compression  through  the  pin  and 
levers,  forces  the  rollers  upwards  into  the  positions  shown.  The 
gripper-plate  slides  between  guide-plates.  By  reverse  movements 
the  rope  is  lifted  on  the  lower  jaw  into  gripping  position.  The 
raising  and  lowering  of  the  gripper  apparatus  is  effected  by  means 
of  the  grip-lever  on  the  platform  of  the  car.  The  rope  is  shown 
in  section  in  the  two  extreme  positions  in  Fig.  334  ;  the  upper 
position  when  gripped,  the  lower  when  running  free. 

The  cable  tramway,  as  above  described,  has  been  extended 
from  the  Hockley  winding  station  on  a >  route  three  miles  long 
with  double  way,  worked  by  ropes  from  the  Hockley  station. 


552 


MECHANICAL  POWER  ON  TRAMWAYS. 


3y--(0)  1; 


Figs.  335  and  336 — Birmingham  Cable  Tramway:  Gripper. 


Matlock  Cable  Tramway. 

The  Matlock  Cable  Tramway,  opened  in  Easter,  1893,  is  a 
short  line  |  mile  in  length,  presenting  unique  features  of  construe- 


LONDON  TRAMWAYS  :  CABLE  SECTLON. 


553 


tion  and  application  much  appreciated  by  the  residents  in  the 
district.  The  track  is  all  single  line,  with  one  passing  place,  and 
on  the  single  line  are  six  curves  from  i8o  feet  to  i,ooo  feet  in 
radius.  The  average  gradient  is  i  in  77,  and  the  steepest  is 
I  in  5.  There  is  a  rise  of  300  feet  in  770  yards.  The  width  of 
road  is  in  many  places  only  20  feet.  Car  brakes  are  provided  ot 
sufficient  power  to  stop  a  loaded  car  on  the  steepest  grade  when 
running  free  after  having  left  the  cable.  Each  car  is  provided 
with  two  brakes,  a  wheel  and  a  rail  brake.  The  construction  of 
the  track  is  similar  to  that  of  the  Edinburgh  Northern  Cable  Tram¬ 
ways,  but  special  pulleys  were  designed  to  take  the  cable  round 
the  curves.  The  gauge  of  the  way  is  3^  feet.  The  speed  of  the 
rope  is  5^  miles  per  hour. 

The  driving  plant  at  the  depot  is  in  duplicate,  and  consists  of 
two  Sinclair  boilers  fitted  with  mechanical  stokers,  and  a  pair  of 
high-pressure  steam-engines  with  cylinders  of  14  inches  diameter 
and  28-inch  stroke,  with  Proell  valve  gear.  The  grip  pulley, 
cable  gearing,  and  car  grippers  are  similar  to  those  supplied  for 
the  Edinburgh  cable  lines.  The  cars  are  double-deckers,  and 
have  garden  seats  both  inside  and  outside,  seating  31  passengers. 
The  whole  of  the  permanent  way,  engines,  boilers,  cars,  and  cables 
were  provided  through  Messrs.  Dick,  Kerr  &  Co.  to  the  designs 
of  Mr.  W.  N.  Colam.  Mr.  Croydon  Marks  was  engineer  to  the 
company. 


Brixton  Cable  Route  of  the  London  Tramways. 

The  Brixton  Cable  Tramway  of  the  London  Tramways  Company 
has  a  track  length  of  5^  miles,  to  a  gauge  of  4  feet  inches  ; 
and  runs  from  near-Kennington  Park  through  the  busy  thorough¬ 
fares  of  Brixton,  up  Streatham-hill  to  a  point  near  Streatham- 
hill  Station.  The  depot,  situated  at  the  Streatham  terminus,  is 
of  large  dimensions,  covering  a  piece  of  ground  370  feet  by  no 
feet.  Its  arrangement  is  shown  in  detail  in  Figs.  337  to  339 


554 


MECHANICAL  POWER  ON  TRAMWAYS. 


(Plates  V.  and  VI.).  It  was  built  to  accommodate  the  machinery 
and  cars  necessary  for  working  an  extension  of  the  line  to 
Streatham  Common  ;  a  further  distance  of  about  three  miles  of 
route.  The  London  tramway  line  was  opened  for  horse  traffic 
about  the  year  1875  ;  and  the  cable  tramway  from  Kennington  to 
Telford  Park,  in  December,  1892. 

The  cable,  about  six  miles  in  length  in  one  rope,  was  manufac¬ 
tured  of  special  steel,  and  it  weighs  about  30  tons.  It  runs  along 
the  road  in  a  concrete  tube,  constructed  centrally  along  both  up 
and  down  tracks,  somewhat  similar  to  the  arrangement  in  the 
case  of  the  Edinburgh  tramway  shown  in  Figs.  318  and  319  (page 
535).  The  tube,  which  is  properly  drained,  is  19  inches  deep 
and  9  inches  wide.  In  the  road,  however,  there  is  but  a  con¬ 
tinuous  slot  f  inch  wide  ;  this  slot  being  formed  by  rolled  steel 
slot-rails  fixed  to  cast-iron  yokes  embedded  in  concrete.  The 
speed  of  the  cable  is  8  miles  per  hour. 

In  the  tube  on  the  straight  road,  at  intervals  of  about  50  feet, 
vertical  pulleys,  as  in  Fig.  320,  are  placed,  and  on  the  curves  hori¬ 
zontal  pulleys  (Fig.  321),  at  intervals  proportionate  to  the  curves. 
These  pulleys  carry  the  cable  so  that  normally  it  is  from  14  inches 
to  24  inches  out  of  the  centre  line. of  the  slot :  no  road  dirt,  there¬ 
fore,  falling  on  it. 

Over  each  pulley  a  hatch  cover  (Fig.  319)  18  inches  by  9  inches, 
is  placed  in  the  road.  This  cover  is  fitted  with  wood  blocks, 
and  is  very  little  distinguishable  from  the  ordinary  paving. 

At  the  Kennington  terminus,  large  pulleys  are  provided  for  the 
purpose  of  passing  the  cable  from  the  up  line  to  the  down  line, 
similar  to  Fig.  322  (p.  538).  At  Streatham,  similar  pulleys  are 
provided  to  pass  the  cable  into  the  depot. 

Ordinary  horse  cars  are  employed  on  the  line  for  passenger 
traffic,  coupled  to  a  cable  car  for  the  purposes  of  cable  traction. 
On  the  cable  car  the  gripping  aj^paratus  is  mounted.  Such  a 
disposition  was  rendered  necessary  by  the  fact  that  at  Kennington 
the  passenger  cars  are  despatched  to  three  different  termini  by 
means  of  horses,  and  it  was  thought  undesirable  to  increase  the 
weight  of  their  cars  by  the  gripping  apparatus.  The  cable  cars 


Plate  V. 


[To  face  page  554. 


B  R 


Plate  V. 


337*  Sectional  Elevation  of  the  Streatham  Depot  {see  Plate  VI.) 


_ ^ 

1^= 

References  to  Plates  V.  and  VI. 


A.  Travelling  Crane. 

B.  Babcock  Boilers. 

C.  Economiser. 

D.  Low-pressure  Cylinders. 

E.  High-pressure  Cylinders. 

d:  lo  feel  Pulley] 

H.  Main  Clutch. 

I.  Car  Traverser  to  Repairing  Shop. 

J.  Auxiliary  Cable  Clutch. 

K.  Auxiliary  Grip  Pulley. 

L.  Auxiliary  Tension  Race. 

M.  Mam  Cable  Grip  Pulley. 


N.  Main  Cable  Deflecting  Pulleys. 

O.  Main  Cable  Tension  Carriage. 

P.  Old  Cable  Drum. 

Q.  Barring  Gear. 

R.  Barring  Engine. 

S.  Main  Cable  I'ension  Gear  Winch. 

T.  Main  Cable  Tension  Weight. 

U.  New  Cable  Storage  Drum. 

V.  Main  Cable  Deflecting  Pulleys. 

W.  Telford  Park  Main  Road  Pit. 

X.  Car  Traverser  worked  by  Auxiliary  Cable. 

Y.  Rain-water  Storage  Tank. 

Z.  Chimney. 


[To  face  page  554. 


BRIXTON  CABLE  ROUTE  OF 


THE  LONDON  TRAMWAYS. 


Plate  VI 


Fig.  339.  Plan  of  the  Streatham  Depot  (for  literal  reference.?,  see  Plate  V.). 

BRIXTON  CABLE  ROUTE  OE  THE  LONDON  TRAMWAYS. 


[To  face  page  554. 


LONDON  TRAMWAYS  :  CABLE  SECTLON. 


555 


simply  carry  the  gripper  and  the  driver,  the  Board  of  Trade 
objecting  to  their  carrying  passengers  until  after  the  line  had 
been  in  operation  for  some  time. 

Each  cable  car  is  provided  with  a  double-jawed  gripper,  some¬ 
what  similar  to  Fig.  324 — that  is,  a  gripper  which  is  capable  of  use 
on  both  the  up  and  the  down  lines.  The  gripper  is  suspended 
from  the  car  framing  in  such  a  way  that  it  is  free  to  move  from 
left  to  right :  a  movement  which  is  necessary  when  rounding  the 
curves  in  the  slot.  The  shank,  which  is  12  inches  wide  and 
^  inch  thick,  passes  through  the  slot,  and  is  fitted  with  upper 
and  lower  jaws  for  gripping  the  cable.  The  upper  jaw  maintains 
a  fixed  level  in  the  tube ;  whilst  the  lower  jaw  can  be  raised  or 
lowered  by  means  of  the  hand-wheel  and  screw,  as  seen,  above 
the  car  floor,  to  the  extent  of  6  inches,  thus  rendering  it  possible 
to  pick  up  the  cable  at  any  part  of  the  road.  Both  jaws  are 
lined  with  soft  cast-iron  dies,  which  are  easily  renewable.  In 
rounding  curves  in  the  road  a  horizontal  roller  is  provided  in  the 
gripper  shank,  and  this  then  rolls  on  a  recess  in  the  slot  rail. 

There  are  four  double-furnace  Babcock  &  Wilcox  water-tube 
boilers,  having  a  working  pressure  of  140  lbs.  per  square  inch. 
They  are  provided  with  Vicars’  mechanical  stokers  and  coal  ele¬ 
vators  ;  also  an  automatic  arrangement  for  maintaining  the  steam 
steadily  at  one  pressure  without  interference  on  the  part  of  the  man 
in  charge.  The  arrangement  is  worked  by  a  jet  of  steam  from' the 
boiler  in  such  a  way  that  as  the  pressure  rises  above  the  normal 
working  pressure  the  stokers  are  stopped,  and  when  it  falls  the 
stokers  go  on.  Rain-water  is  collected  in  settling-tanks. 

The  engines  for  driving  the  line  are  in  duplicate.  There  are 
two  pairs  of  high-pressure  compound  steam-engines  with  high- 
pressure  cylinders  of  20  inches,  and  low-pressure  cylinders  of 
32  inches  in  diameter  respectively,  and  the  stroke  of  both  is 
50  inches.  Each  pair  of  engines  is  capable  of  driving  12  miles  of 
cable  with  the  necessary  cars,  and  is  now  developing  about  half 
its  maximum  power,  the  high-pressure  cylinders  alone  being  used. 
One  pair  of  engines  is  placed  at  each  end  of  the  first  motion-shaft, 
the  two  cylinders  driving  on  toa  U  crank  and  a  disc  crank  respec- 


55^ 


MECHANICAL  POWER  ON  TRAMWAYS. 


lively.  The  valve  gear  on  the  high-pressure  cylinders  is  of  the  Proell 
type  ;  the  low-pressure  cylinders  are  fitted  with  Corliss  valves. 
The  motion  of  the  engines  is  communicated  to  the  counter  or 
cable  shaft  by  means  of  a  rope-drive,  which  forms  the  chief  feature 
of  novelty  in  the  engine-house.  The  ratio  of  the  gearing  is  three 
to  one,  and  the  large  wheel  on  the  countershaft  is  30  feet 
diameter.  Each  wheel  is  grooved  for  twenty-four  6Tinch  ropes, 
2  inches  in  diameter. 

A  rope  drive  was  installed  instead  of  gearing  in  order  to 
insure  a  minimum  of  vibration  and  noise,  the  depot  being  built 
in  a  residential  neighbourhood. 

At  one  end  of  the  countershaft  is  a  Mather  &  Platt  clutch  of 
the  outside  grip  pattern,  which  can  be  worked  by  means  of  a  lever 
placed  near  the  engine  stop-valve,  thus  insuring  complete  control 
of  the  machinery  from  one  point.  The  clutch  communicates  the 
motion  of  the  countershaft  to  the  grip  pulley,  the  pulley  which 
moves  the  cable.  A  similar  clutch  and  pulley  are  to  be  placed  on 
the  other  end  of  the  countershaft  to  drive  the  second  cable  when 
the  extensions  are  made.  The  grip  pulley  is  of  the  solid  jaw  type  ; 
the  jaw  being  a  parallel  groove  running  round  the  pulley,  the 
cable  resting  on  a  small  shoulder  on  either  side  of  the  jaw.  The 
jaw,  formed  of  white  metal  slabs  cast  in  place,  and  renewable,  is 
found  not  to  do  any  harm  to  the  cable.  This  method  of  drive  should 
be  contrasted  with  the  present  American  practice — two  Walker 
differential  drums  having  three  or  four  complete  wraps  of  the 
cable,  whereas  a  three-quarter  lap  is  found  to  do  the  work  in 
London,  and  has  been  found  equal  to  any  strain  put  on  it.  The 
cable,  after  leaving  the  grip  pulley,  is  conducted  by  another  wheel 
to  the  tension  pulley,  which  is  mounted  on  a  wrought-iron  carriage 
free  to  run  on  rails.  A  uniform  tension  is  maintained  on  the  cable 
by  a  weight  suspended  from  the  back  of  the  tension  carriage.  The 
rise  or  fall  of  this  weight  is  a  perfect  indicator  of  the  amount  of 
strain  on  the  cable,  and  by  watching  its  movements  a  very  good 
idea  may  be  gained  of  the  fluctuations  of  the  load  which  have  to 
be  provided  for  in  a  cable  tramway,  in  order  to  insure  the  smooth 
and  steady  running  of  the  cars  on  the  road. 


LONDON  TRAMIVAYS  :  CABLE  SECTION. 


557 


The  depot  is  built  on  a  level  lo  feet  above  the  level  of  the 
main  road,  and  the  cars  in  returning  to  the  shed  have  to  mount 
a  long  incline  of  i  in  20.  An  auxiliary  rope  is  provided  here, 
which  is  driven  by  a  clutch  on  the  countershaft,  at  a  speed  of 
about  2  \  miles  per  hour.  It  is  so  arranged  that  the  cars  can  take 
this  rope  on  the  main  line,  mount  the  incline,  and  pass  on  to  a 
traverser  which  commands  the  whole  width  of  the  car-shed,  and  is 
moved  by  another  rope  off  the  main  engines. 

Machinery  is  provided  for  changing  the  cables  on  the  main  line, 
together  with  the  necessary  storage  drums.  Machines  are  also 
provided  for  doing  all  necessary  repairs,  such  as  slotting,  planing, 
drilling,  turning.  The  necessary  power  for  driving  all  this  ma¬ 
chinery  is  obtained  from  the  barring  engine. 

A  travelling  crane  is  provided;  of  55  feet  span  to  lift  24  tons 
on  two  winches.  This  crane  travels  the  whole  length  of  the 
engine-house,  which  is  150  feet. 

Mr.  W.  N.  Colam  was  the  engineer  for  the  whole  of  the  work, 
including  the  buildings  ;  Messrs.  Dick,  Kerr  &  Co.  were  the  con¬ 
tractors  for  the  road,  gripping  gear,  engines,  and  most  of  the 
machinery ;  Messrs,  Babcock  &  Wilcox  supplied  the  boilers ; 
Messrs.  Cradock  &  Co.  the  cable  ;  and  Messrs.  Lucas  &  Aird  the 
buildings. 

The  Company  possess  in  their  Brixton  route  one  of  the  most 
complete  installations  for  cable  traction.  They  have  applied  to 
Parliament  for  an  extension. 


PART  VI. 

ELECTRIC  TRACTION. 


CHAPTER  I. 

ELECTRIC  POWER  AS  APPLIED  TO  TRAMWAYS. 

The  only  available  source  of  electrical  energy  was  until  compara¬ 
tively  recently  the  galvanic  battery,  and  attempts  have  been  made, 
since  the  beginning  of  the  century,  to  apply  that  force  for  obtain¬ 
ing  and  transmitting  power.  The  hopelessness  of  the  attempts  is 
obvious.  A  pound  of  zinc  is  produced  by  the  combustion  of  from 
15  lbs.  to  20  lbs.  of  coal,  and  while  a  pound  of  coal  in  burning 
gives  out  12,000  heat-units,  a  pound  of  zinc  in  burning  gives  only 
2,340  units.  Thus  zinc  gives  in  burning  only  one-fifth  of  the  effect 
in  energy  that  coal  does,  and  taking  the  cost  of  zinc  at  fifty  times 
that  of  coal,  it  follows  that  the  cost  of  energy  in  the  case  of  a 
galvanic  battery  is  approximately  two  hundred  and  fifty  times 
greater  than  in  a  steam  boiler. 

For  the  purpose  of  mechanical  traction  on  tramways,  electric- 
power  may  be  transformed  into  mechanical  power,  with  a  large 
percentage  of  efficiency.  The  dynamo  is  the  source  with  which, 
principally,  electricity  has  been  associated.  The  current  pro¬ 
duced  is  known  as  inductional  electricity,  as  it  is  magnetically 
induced  by  the  revolution  of  the  armature  of  the  dynamo.  The 
motor  is  connected  to  the  wheels  of  the  car,  for  the  purpose 
of  propulsion,  by  direct  gearing  or  by  reducing  gear.  Self-contained 
motor  trucks  comprise  a  rigid  framework  resting  on  the  axle-boxes. 


ELECTRIC  POWER  ON  TRAMWAYS. 


559 


The  body  of  the  car  rests  on  and  is  fastened  to  the  frame.  Thus 
may  be  provided  an  elastic  gear  connection ;  the  axle-journals  are 
maintained  parallel ;  and  the  gear-wheels  may  be  properly  pro¬ 
portioned  to  reduce  the  speed  of  the  armature  from,  say,  2,500 
revolutions  per  minute,  for  a  suitable  speed  of  the  car  on  the  rails. 
In  order  to  secure  a  sufficient  degree  of  adhesion  for  propulsion, 
it  is  expedient  to  provide  tw^o  motors  to  each  truck,  geared  to 
independent  axles. 

To  transmit  current  from  the  dynamo,  or  generator,  to  the 
motors  on  the  car,  it  is  necessary  that  a  complete  metallic  circuit 
should  extend  from  the  generator  to  the  car,  and  return  to  the 
generator.  “Positive”  current  is  conveyed  over  that  part  of  the 
circuit  which  leads  out  from  the  generator.  “  Negative”  current 
is  the  return  current  leading  back  to  the  generator. 

It  is  readily  seen  that  an  electric  motor  can  be  connected  by 
reducing  gear  to  the  wheels  of  a  tram-car  to  cause  them  to  revolve  : 
in  the  manner  of  a  turning-lathe,  for  instance.  But  the  peculiar 
difficulty  in  dealing  with  electric  traction  is  to  convey  tlie  elec¬ 
tricity  produced  at  the  supply  station  to  the  electric  motor  on  the 
moving  cars  : — properly  to  locate  these  conductors,  with  the  best 
means  of  securing  a  continuous  movable  contact. 

(i.)  On  some  early  tramways,  a  third  rail  was  laid,  on  insulating 
material,  through  which  positive  current  was  transmitted,  and  from 
which,  by  means  of  a  brush  or  wheel,  the  current  was  taken  up, 
passed  through  the  motor,  and  thence,  by  means  of  the  car-wheels, 
to  the  rails  of  the  w’ay,  through  which  it  was  returned  to  the 
generator. 

(2.)  -Underground  communication  by  two  wires  or  metal  rods, 
one  for  positive  current,  the  other  for  negative  current,  in  a  shallow 
conduit  laid  between  the  rails  or  at  one  side  of  the  way.  Contact 
with  the  conductor  is  effected  by  means  of  brushes  or  ploughs, 
supported  by  a  thin  iron  plate  or  finger  hung  to  the  truck,  and 
moving  along  a  narrow  longitudinal  slot  in  the  top  of  the  conduit. 
One  brush  takes  up  current  from  the  positive  wire  and  conveys  it 
to  the  motor,  whence  it  is  returned  to  the  negative  wire  through 
the  other  brush.  The  conducting  wires  must  be  carefully  insu- 


56o 


ELECTRIC  TRACTION. 


lated  from  the  sides  of  the  conduit,  and  from  contact  with  the 
slot-rails. 

(3.)  The  overhead  system  of  connection  is  the  system  most 
generally  employed.  It  includes  the  methods  of  (i)  supporting 
one  or  both  conductors  on  trolleys,  and  (2)  making  contact  with 
them  above  the  car.  Of  these,  the  single-wire  under-contact 
arrangement  is  the  more  popular.  The  positive  wire  is  supported 
over  the  centre  of  the  way  by  means  of  cross  wires  attached 
to  poles  at  the  side  of  the  street,  or  by  means  of  cross-arms  on 
poles  placed  between  the  ways.  For  single  lines  of  way,  side  poles 
with  brackets  are  used.  The  trolley  wires  are  braced  on  curves. 

In  the  single-trolley  system,  the  rails  are  utilised  for  the  return 
or  negative  current ;  and  for  this  purpose  the  ends  of  the  rails  are 
wired  together,  and  are  usually  supplemented  by  one  or  more  return 
wires  which  are  buried  beneath  the  pavement,  to  which  each  sec¬ 
tion  of  rail  or  casting  is  connected  by  means  of  branch  wires.  The 
bonds  are  riveted  to  the  rails.  Galvanised  iron  wire  is  recom¬ 
mended  for  rail-bonds  and  way  wiring.  Copper  wiring  deteriorates 
rapidly  by  electrolysis. 

The  way  connections  should  return  the  current  to  the  generator 
in  a  direct  path — having  a  minimum  of  resistance  in  the  return 
circuit — and  resulting  in  economy  of  power,  and  efficient  service 
from  the  motors. 

In  some  soils  the  resistance  of  the  rail-return  may  be  reduced 
and  leakage  avoided,  by  driving  metal  rods  or  pieces  of  gas  pipe 
10  or  15  feet  down  into  the  ground  and  connecting  these  rods 
with  the  rails  or  a  supplementary  wire. 

In  place  of  rods,  copper  ground  plates,  having  from  30  to  40 
sq.  ft.  of  surface,  may  be  placed  at  intervals  of  1,000  feet,  and  at 
a  depth  sufficient  to  insure  their  being  always  in  moist  ground. 

For  supporting  the  overhead  wire,  poles  of  wood,  iron,  or  steel, 
from  26  to  30  feet  long,  may  be  employed.  The  best  timber  is 
chestnut,  cedar,  or  Georgia  pine.  Wooden  poles  on  straight  lines 
should  be  from  7  to  8  inches  in  diameter  at  the  top,  and  at  least 
from  10  to  12  inches  at  the  base  ;  but  iron  or  steel  poles  are  more 
desirable  than  wooden  poles.  The  poles  are  usually  placed 


OVERHEAD  CONDUCTOR  SYSTEM. 


5^1 

125  feet  apart,  and  they  should  be  set  at  least  6  feet  deep  in  the 
ground  in  a  foundation  of  concrete.  Near  the  top  of  the  pole  a 
device  should  be  provided  to  secure  the  most  perfect  insulation 
for  the  suspension  wire.  The  trolley  wire  is  supported  from 
above  without  obstructing  the  passage  of  the  under-running  trolley 
wheel. 

The  trolley  wire  should  not  be  smaller  than  No.  o  ('325  inch) 
of  hard  drawn  copper  wire  or  silicon  bronze  wire. 

Feed  ]Vire. — The  trolley  wire  is  usually  not  large  enough  to 
transmit  the  power  to  a  long  distance  without  undue  loss ;  and  it 
is  advantageous  to  supply  the  current  to  the  trolley  wire  at 
intervals,  by  means  of  auxiliary  insulated  feed  wire.  By  this  means 
a  nearly  uniform  potential  can  be  maintained  at  all  points  of  the 
line.  Subways,  or  electric  conduits  for  feed  wires,  should  be  of  non¬ 
conducting  tubing,  through  which  the  bare  conductors  can  be  laid  ; 
and  the  tubing  should  be  enclosed  in  a  creosoted  plank  casing. 
Contact  of  the  moving  car  with  the  overhead  wire,  for  the  purpose  of 
conducting  the  current  through  the  controlling  mechanism  on  the 
car  to  the  respective  poles  of  the  motor,  is  made  by  means  of  a 
trolley  pole  and  stand.  The  relation  of  the  cars  to  the  circuit 
is  illustrated  by  diagram,  Fig.  340,  showing  that  the  current  seems 
to  start  from  the  positive  brush  of  the  generator,  G,  and  along  the 
overhead  conductor  in  the  line  of  the  arrows  until  it  reaches  the 
trolley,  t,  of  one  of  the  motor  bars,  which  is  in  contact  with  the 
conductor.  Here  a  portion  of  the  current  passes  down  through 
the  trolley  to  the  motors  M,  m,  as  shown  by  the  dotted  line.  The 
current  having  done  its  work  in  the  motors  goes  on  the  rails 
through  the  wheels  and  by  the  rails  return  wire,  w,  back  to  the 
negative  brush  of  the  generator.  The  main  portion  of  the  current, 
which  divides  at  t,  passes  on  to  feed  the  other  cars  upon  the 
line  in  the  same  manner,  each  car  taking  from  the  conductor  only 
the  necessary  amount  of  current  to  develop  the  required  power, 
while  the  entire  return  current  is  carried  by  the  rail  and  a  supple¬ 
mentary  wire. 

The  trolley-stand  consists  of  an  upright,  firmly  attached  to  the 
roof  of  the  car,  and  a  long  wooden  or  iron  arm  mast,  pivoted  near 

o  o 


562 


ELECTRIC  TRACTION. 


one  end  upon  the  top  of  the 
upright.  The  long  arm  of 
the  mast  carries  a  metal 
trolley  wheel  which  is  held 
firmly  up  against  the  under 
side  of  the  conductor  by 
strong  springs  attached  to  the 
short  end  of  the  arm  and 
connected  with  the  base  of 
the  standard.  The  mast 
springs  and  attachments  are 
all  free  to  swivel  upon  the 
upright. 

An  insulated  wire  em¬ 
bedded  in  the  mast  conducts 
the  current  from  the  trolley 
wheel  to  the  controlling 
switches  on  the  car,  but  in 
place  of  a  trolley  wheel, 
a  sliding  contact  may  be 
obtained  by  means  .of  a 
carbon-lined  metal  brush  at 
the  end  of  a  trolley  pole. 

Two  overhead  wires,  5 
inches  or  6  inches  apart, 
are,  as  already  stated,  some¬ 
times  employed  instead  of 
the  single  overhead  wire  and 
rail  connections  to  form 
the  necessary  metal  circuit. 
Two  trolley  wheels,  or  two 
masts,  each  carrying  a  wheel, 
are  required,  one  wheel  in 
contact  with  the  positive 
wire  and  the  other  with  the 
negative  wire.  The  current 


ELECTRICAL  TERMS  AND  UNITS, 


5^3 


is  thus  conducted  from  one  wire  to  the  motors  and  back  to  the 
other  wire. 

As  to  the  wiring  of  the  car,  and  how  the  wires  are  connected 
with  the  switches  and  with  the  poles  of  the  motors.  Usually  a 
switch  on  each  platform  directs  the  current  to  both  motors,  and 
controls  the  speed  and  the  direction  of  the  car.  In  addition,  the 
flow  of  current  through  the  motors  is  controlled  : — according  to  one 
system,  by  a  peculiar  winding  of  the  field  magnets ;  by  another  system, 
current  is  controlled  through  a  “  rheostat,”  or  resistance  box,  by 
which  any  abnormal  flow  of  current  through  the  armature  is 
prevented,  and  the  motor  is  enabled  to  start  gradually.  It  is 
in  the  form  of  a  half  circle,  mounted  under  the  floor  of  the  car. 
Resistance  is  produced  by  small  pieces  of  thin  sheet-iron,  side  by 
side,  separated  by  mica,  so  arranged  that  they  are  connected  in 
series  throughout  the  rheostat.  At  proper  intervals,  contact  pieces 
of  heavy  sheet-iron  are  provided.  The  whole  is  secured  in  a 
semi-circular  iron  case  thoroughly  insulated  with  mica  throughout. 

Storage  Batteries,  Accumulators,  or  Secondary  Batteries,  belong 
to  a  class  of  chemical  batteries,  in  which  chemical  action,  primarily 
induced  by  the  application  of  a  current  of  electricity,  supplied  from 
a  primary  battery  or  from  a  dynamo,  enables  a  strong  current  to 
be  given  back  any  time  after  cutting  off  the  charging  current.  This 
derived  current  is  the  product  of  chemical  reaction. 

The  accumulator  system  of  storage  batteries,  or  secondary 
batteries,  is  the  simplest  and  most  convenient  method  of  convey¬ 
ing  the  electricity  produced  at  the  supply  station  to  the  electric 
motor  on  the  cars.  The  stored  energy  is  carried  in  accumulators, 
which  are  placed  under  the  seats  of  the  car,  and  connected  by 
wires  through  a  regulating  switch  to  the  motor.  But  there  is  an 
unavoidable  loss  in  the  use  of  current  taken  from  accumulators, 
and  there  is  a  loss  in  addition  due  to  the  additional  weight  of  the 
accumulators  to  be  drawn. 

Electrical  Terms  and  Units. 

It  may  be  useful  to  recapitulate  these  here  : 

Volt. — Unit  of  electro-motive  force  (E.M.F.)  :  Electric  Pressure. 


0  0  2 


564 


ELECTRIC  TRACTION. 


Ampere. — Unit  of  current;  rate  at  which  electric  current  is 
transmitted  through  the  conductor  forming  the  circuit. 

QJim. — Unit  of  electric  resistance  in  the  conductor.  Resistance 
is  that  which  tends  to  stop  the  flow  of  electricity. 

Watt. — Unit  to  express  rate  at  which  electric  power  is  absorbed 
or  developed  in  an  electric  system,  stated  in  terms  of  any  two  of 
the  other  units.  It  serves  as  a  means  of  comparison  between 
electrical  and  mechanical  power. 

Thus,  to  measure  the  power  exerted  by  a  current  in  a  wire,  the 
twits  of  electro-motive  force  and  the  amperes  of  curretit  are  mea¬ 
sured.  The  two  numbers  are  multiplied  together.  Or,  the  same 
result  is  obtained  by  multiplying  the  square  of  the  current  in 
amperes  by  the  resistance  in  ohms.  Products  are  the  same,  and 
give  the  rate  of  doing  work,  or  the  watts. 

A  Watt  is  =  th  part  of  a  horse-power. 


Resistance  of  Conductors  (say,  a  wire),  is,  ist,  proportional  to  its 
length;  2nd,  is  inversely  proportional  to  the  area  of  section;  3rd, 
depends  on  the  material  of  which  it  is  made. 


Silver 
Copper 
Iron  . 

Lead  . 

German  silver  . 


Conducting 

power. 

100 

99'55 

i6'8i 

8-32 


Resistance, 

'2421 

•2106 

1- 2425 
3-236 

2- 652 


Volts 

Ohms 


=  Amperes  of  current. 


Volts 

Amperes 


Ohms. 


The  United  States  of  America  are  conspicuously  in  advance  of 
the  United  Kingdom  in  the  application  of  electrical  traction  to 
tramways.  In  nearly  every  town  in  America,  horse  traction  has 
been  either  totally  or  in  part  superseded  by  electrical  traction. 
In  the  year  1892,  the  number  of  electrical  tramways  in  the  United 
States  was  436,  with  3,532  miles  of  track  and  5,851  motor  cars, 
travelling  in  the  aggregate  50,000,000  miles  and  carrying 
250,000,000  passengers  annually.  On  the  Continent,  many  im- 


TRAMWAYS  USING  ELECTRIC  7R ACTION.  565 


portant  city  tramway  systems  are  now  worked  electrically.  (For 
a  list  of  electrical  tramways  in  Europe,  compiled  by  Air.  R.  Ham¬ 
mond,  see  Appendix.)  On  the  other  hand,  the  British  and  Irish 
electrical  tramways,  aggregating  22  miles  of  way,  have  been  reduced, 
during  the  past  five  years,  by  three  on  account  of  the  abandonment 
of  electrical  working  on  those  lines,  whilst  only  six  new  lines  have 
been  added  to  the  list,  making  33I  miles  of  way  in  all. 


Electrical  Tramways  in  the  United  Kingdo:m,  1893. 


1  Year  of 
opening. 

, 

Miles. 

S}-stem. 

1883 

jPortrush  and^ 

(  Giant’s  Causeway  ( 

8 

Side  conductor  . 

Water-power 

1883 

Brighton  Beach 

I 

Rails . 

Gas-engine 

1885 

jBessbrook  and) 

\  Newry  Tramway .  j 

3? 

Central  conductor  . 

Water-power 

1886 

Ryde  Pier 

1 

o; 

Side  conductor  .  . 

Gas-engine 

1  1886 

Blackpool 

2 

Conduit  .... 

Steam 

1  1889 

Carstairs  .... 

Side  conductors 

Water-power 

{  1890 

Birmingham  . 

0 

Accumulator 

1  1890 

j  City  and  South  ) 

1  London  .  .  .  | 

Southend  Pier  . 

36 

Side  conductor  .  . 

Steam 

1891 

3 

4 

Central  conductor  . 

?  y 

1891 

Guernsey  .... 

2~ 

Overhead  conductor 

y  y 

1891 

Leeds  . 

04 

?  ?  ?  > 

»  y 

1893 

South  Staffordshire 

7i 

?  J  y } 

y  y  ! 

1893 

Liverpool  Overhead 

Central  conductor  . 

”  _ 1 

CHAPTER  11. 


FA  RL  Y  EL  EC  TRICAL  TRAMWA  VS~BESSBROOK 
AND  NEWRY  TRAAIWAY. 

Early  Electrical  Tramways. 

The  application  of  electrical  transmission  of  power  to  railways 
was  first  exhibited  by  Dr.  Werner  Siemens,  at  the  Berlin  Exhibi¬ 
tion  of  1879.  The  current  produced  by  a  dynamo-machine,  fixed 
at  a  convenient  station  and  driven  by  a  steam-engine  or  other 
motor,  was  conveyed  to  a  dynamo  placed  upon  the  moving  car, 
through  a  central  rail  supported  upon  insulating  blocks  of  wood  : 
the  two  working  rails  serving  to  convey  the  return  current.  The 
line  was  900  yards  in  length,  of  2  feet  gauge,  and  the  moving  car 
served  its  purpose  of  carrying  twenty  visitors  through  the  Exhibi¬ 
tion  each  trip. 

The  success  of  this  experiment  led  to  the  laying  of  the  Lichter- 
felde  line,  in  which  both  rails  were  placed  upon  insulating  sleepers 
and  served  respectively  for  the  conveyance  of  the  current  from  the 
power  station  to  the  moving  car,  and  for  completing  the  return 
current. 

This  line,  which  is  2,500  yards  in  length  on  a  gauge  of  3:f  feet, 
is  worked  by  two  dynamo-machines,  developing  an  aggregate 
current  of  9,000  watts,  equal  to  12  horse-power.  The  line  has 
been  in  operation  since  May,  1881. 

A  line  ^  kilometre  in  length,  of  4  feet  8^  inches  gauge,  was 
laid  at  Paris  in  connection  with  the  Electrical  Exhibition  of  1881. 

Two  suspended  conductors,  each  in  the  form  of  a  hollow  tube 


BESSBROOK  AND  NEH’RY  TRAMIVAY. 


567 


with  a  longitudinal  slit,  were  adopted,  the  contact  being  made 
by  metal  bolts  drawn  through  the  slit  tubes,  and  connected 
with  the  dynamo-machine  on  the  moving  car  by  copper  ropes 
passing  through  the  roof.  On  this  line  95,000  passengers  were 
conveyed  in  the  course  of  seven  weeks. 

An  electrical  line  765  yards  long,  2  feet  2  inches  in  gauge,  has 
been  worked  in  connection  with  the  Zaukerode  Colliery  since 
October,  1882. 

An  electrical  tramway,  8  miles  in  length  and  3  feet  in  gauge,  was 
opened  in  1883,  connecting  the  town  of  Portrush  with  the  Giant’s 
Causeway,  in  the  North  of  Ireland.  It  was  designed  by  Dr.  C.  W. 
Siemens. 

The  rails  are  not  insulated  from  the  ground,  but  joined  elec¬ 
trically  by  means  of  copper  staples.  The  return  circuit  is  thus 
formed,  the  current  being  conveyed  to  the  car  through  a  T-iron 
placed  upon  short  standards  about  3  feet  high,  and  insulated  by 
means  of  insulite  caps.  The  power  is  produced  by  the  utilisation 
of  a  waterfall  near  Bushmills  by  means  of  three  turbines  of 
40  horse-power  each  and  giving  motion  to  a  shunt-wound  dynamo 
of  15,000  watts  equal  to  20  horse-power.  The  working  speed  is 
10  miles  per  hour. 

An  electrical  tramway  half  a  mile  long,  and  similar  to  the  Port- 
rush  line,  was  laid  on  the  Ryde  Pier.  It  was  constructed  by 
Messrs.  Siemens  Brothers,  and  was  opened  in  1886  for  electrical 
traction,  converted  from  horse-power.  The  generating  dynamo  is 
driven  by  a  gas-engine.  The  electrical  working  cost  in  December, 
1886,  was  6 •3d.  per  mile  run,  against  8d.  for  horse  traction. 


BeSSBROOK  and  NeWRY  TrAxMWAY.* 

A  line  of  electrical  tramway  was  constructed  between  Newry 
and  Bessbrook  (Co.  Armagh,  Ireland)  for  the  carriage  of  coal  and 

*  The  material  for  the  notice  of  this  undertaking  has  been 


568 


ELECTRIC  TRACTION. 


flax  from  the  wharves  to  the  mills,  as  well  as  the  down  traffic  of 
manufactured  goods,  the  abundant  water  power  available  offering 
exceptional  advantages  for  the  line  being  worked  electrically. 

In  the  construction  of  the  line  the  following  conditions  had  to 
be  met.  Ten  trains  were  to  be  run  in  each  direction  per  day,  pro¬ 
viding  fora  daily  traffic  each  way  of  loo  tons  of  minerals  and 
goods,  and  capable  of  dealing  with  200  tons  in  any  single  day,  in 
addition  to  the  passenger  traffic  : — the  electrical  locomotive  to  be 
capable  of  drawing  a  gross  load  of  18  tons  on  the  up-journey,  in 
addition  to  the  tare  of  the  car  itself,  and  its  full  complement  of 
passengers,  at  an  average  speed  of  6  miles  per  hour,  and  a  load  of 
12  tons  at  an  average  speed  of  9  miles  per  hour. 

The  contract  for  the  construction  of  the  line  was  of  a  rather 
special  character:  the  company  agreed  to  place  the  line  entirely  at 
the  disposal  of  Dr.  Edward  Hopkinson,  to  whom  its  construction 
had  been  entrusted,  for  a  period  of  time,  and  to  purchase  the 
electrical  plant  at  a  fixed  sum,  when  the  above  conditions  had 
been  complied  with,  and  it  had  been  shown  that  the  cost  of 
working  as  evidenced  by  six  months’  trial  did  not  exceed  the 
cost  of  steam  traction  on  a  similar  line. 

The  work  was  commenced  in  November,  1884,  and  the  line 
opened  for  traffic  in  October,  18S5  ;  it  was  formally  taken  over 
by  the  company,  as  having  fulfilled  the  conditions  of  the  contract, 
in  the  following  April.  Since  that  time  it  has  been  in  regular 
daily  operation. 

The  total  length  of  the  line  is  3  miles  2*4  chains,  the  maximum 
gradient  is  i  in  50,  and  the  average  gradient  is  i  in  86.  The 
gauge  is  3  leet.  For  illustrations  of  the  way,  see  page  392. 

The  locomotive  equipment  of  the  line  consists  of  two  passenger 
33  feet  and  21  leet  8  inches  long  respectively,  each  provided 
with  a  motor.  The  body  of  the  car  is  carried  on  two  four-wheeled 
bogies,  with  a  wheel-base  of  4^  feet,  the  motor  being  carried  on  the 
front  bogie  independent  of  the  body  of  the  car  (Fig.  341).  By  this 

derived  from  Dr.  Edward  Hopkinson’s  paper  on  “Electrical  Tram¬ 
ways,”  in  the  Minutes  of  the  Proceedings  of  the  Institution  of 
Civil  Engineers,  vol.  xci.,  1887—88. 


JIESSBROOK  AND  NEU’RY  TRAIIIVAY.' 


569 


arrangement  the  cars  are 
enabled  to  traverse  the 
55-feet  curves  at  the  ter¬ 
mini  with  great  facility, 
and  also  relieves  the  body 
of  the  car  from  the  vibra¬ 
tion  due  to  the  driving. 
The  body  of  the  longer 
car,  Fig.  341,  is  divided 
into  three  compartments ; 
the  front  one  covers  the 
motor;  the  second  forms 
a  second-class  compart¬ 
ment,  seating  twenty- 
four  passengers ;  and  the 
third,  a  first-class  com¬ 
partment  seating  ten 
passengers,  is  separated 
from  the  second  by  a 
cross  passage.  The  front 
bogie  carrying  the  motor 
has  an  extended  plat¬ 
form  projecting  3  feet 
7  inches  beyond  the 
body  of  the  car,  and 
communicating  by  a 
slide  -  door  with  the 
dynamo  compartment, 
thus  giving  the  driver 
direct  access  to  all  parts 
of  the  driving  machinery, 
which  are  at  the  same 
time  entirely  boxed  off 
from  the  passenger  com¬ 
partments.  All  four 
wheels  are  braked  by  a 


Fig.  341.  BeSbbrook  and  Newry  Electrical  Tramway;  Passenger  cars. 


570 


ELECTRIC  TRACTION, 


powerful  screw-brake,  worked  from  the  front  of  the  driving  platform, 
on  which  is  also  fixed  the  switch-board  controlling  the  motor. 
The  wheels  of  the  back  bogie  are  braked  by  a  chain  brake,  worked 
from  the  cross-passage,  and  are  under  the  control  of  the  conductor. 
This  brake  is  also  prepared  for  coupling  to  the  wagons.  The  total 
weight  of  the  car  is  8f-  tons,  distributed  as  follows  : — 


Tons.  Cwt.  Qrs. 


3  6  I 

1  17  2 

100 

2  I  I 


Car  body  ....... 

Leading  bogie  ...... 

Trailing  ,,  ...... 

Dynamo  bed-plate,  armature,  and  accessories 


850 


The  shorter  locomotive-car  is  similar,  but  without  the  first-class 
compartments.  There  is  also  a  third  passenger-car  of  the  same 
length  as  the  first,  accommodating  forty-four  passengers,  and 
similarly  carried  on  two  four-wheeled  bogies.  This  car  weighs 
54  tons.  The  wagons,  having  flangeless  wheels,  are,  with  the 
way,  described  and  illustrated  in  pages  393  to  397. 

The  generating  machinery  is  fixed  at  Millvale,  a  distance  of 
68  chains  from  the  Bessbrook  terminus.  At  this  point,  in  close 
proximity  to  the  line,  there  is  an  available  fall  of  28  feet  in  the 
Camlough  stream,  down  which  there  is  a  guaranteed  minimum 
flow  of  3,000,000  gallons  per  day.  The  turbine  is  an  inward  flow 
vortex  wheel  with  double  buckets,  working  on  a  horizontal  shaft 
extended  into  the  dynamo  shed,  from  which  the  dynamos  are 
driven  direct  with  belts.  The  capacity  of  the  wheel  is  1,504  cubic 
feet  per  minute,  and  when  running  at  290  revolutions  per  minute, 
should  develop  a  maximum  power  of  62  H.P.  It  is  worked 
with  a  tail  draught  of  13  feet.  The  admission  of  water  is  con¬ 
trolled  by  a  shutter-valve,  regulating  the  flow  uniformly  through 
each  bucket  of  the  wheel,  and  actuated  either  by  hand  or  by 
a  centrifugal  governor.  The  latter  is  not  direct-acting,  but  when 
its  balls  rise  or  fall  beyond  certain  limits,  it  couples  one  of  a  pair  of 
right  and  left-hand  bevel-wheels,  driven  by  a  wheel  on  the  governor 
spindle  to  a  small  countershaft  geared  with  the  valve-spindle. 


BESSBROOK  AND  NEWRY  TRAMWAY. 


571 


There  are  two  generating  dynamos  of  the  Edison-Hopkinson 
type,  shunt- wound,  for  a  normal  output  of  250  volts,  72  amperes, 
at  a  speed  of  1,000  revolutions  per  minute.  Three  times  that 
amount  may  be  necessary  for  starting  a  heavy  train  on  a  steep 
gradient. 

The  resistance  of  the  field  magnets  is  74  ohms,  and  that  of  the 
armature  is  12  ohms.  Consequently,  the  electrical  efficiency  with 
the  normal  current  is  92"2  per  cent.,  and  the  commercial  efficiency 
90'4  per  cent. 

The  conductor  is  of  channel-steel,  laid  midway  between  the 
rails,  and  carried  on  wooden  insulators  nailed  to  alternate  sleepers. 
The  electrical  connection  is  made  independently  by  a  strip  of  soft 
copper  of  such  section  that  its  conductivity  is  about  the  same  as 
that  of  the  steel.  It  is  bent  in  a  (J  form  to  allow  for  the  expan¬ 
sion  and  contraction  of  the  channel.  These  strips  are  riveted  in 
the  channel  with  double  copper  rivets,  care  having  been  taken 
that  the  hole  in  the  channel  was  perfectly  free  from  rust  before 
the  riveting.  At  the  several  crossings  of  occupation  roads,  twelve 
in  number,  the  electrical  continuity  of  the  conductor  is  broken  by 
insulating  a  section  of  the  channel,  and  the  current  is  conveyed  by 
a  cable  laid  beneath  the  sleepers.  The  top  of  the  channel  being 
level  with  the  rails,  the  intervening  space  can  be  paved  or  planked, 
thus  making  a  good  roadway  without  interfering  with  the  mechanical 
continuity  of  the  conductor.  As  none  of  these  crossings  exceed 
in  width  the  length  of  the  locomotive  cars,  the  leading  collector 
makes  contact  on  one  side  the  crossing  before  the  back  collector 
breaks  on  the  other.  The  cables  are  of  stranded  copper  wire, 
consisting  of  37  No.  14  B.W.G.  :  ist,  cotton  lapped  and  var¬ 
nished  3  2nd,  heavily  covered  with  pure  rubber;  3rd  and  4th, 
double  served  with  best  rubber  separator;  5th,  covered  with  pure 
rubber;  6th  and  7th,  taped  with  double-served  proof  tape,  the 
cable  then  vulcanized  and  made  water-tight ;  8th,  lapped  with 
thick  serving  and  tarred  hemp ;  9th,  braided  over  all  and  heavily 
compounded.  In  constructing  a  conductor  of  iron  or  steel  it  is 
of  the  utmost  importance  to  specify  the  composition.  Steel  may 
be  obtained  with  a  specific  resistance  varying  from  o ’00001  ohm  to 


57^ 


ELECTRIC  TRACTION. 


o'ooooy  ohm,  according  to  the  amount  of  carbon,  silicon,  and  par¬ 
ticularly  manganese.  The  steel  used  in  this  case  was  manufactured 
by  the  Darlington  Steel  and  Iron  Company,  and  specified  not  to 
exceed  in  carbon  0-15  per  cent.  ;  silicon,  0-05  per  cent. ;  manga¬ 
nese,  I'oo  per  cent.  The  actual  composition,  according  to  the 
makers’  analysis,  is,  carbon  0.09  per  cent.,  silicon  0*02  per  cent., 
manganese  o'63  per  cent.,  and  the  specific  resistance  0*0000121 
ohm.  The  weight  per  foot  of  the  conductor  is  4*33  lbs.  (6*46 
kilograms  per  metre),  and  the  section  i'367  square  inch  (8*817 
square  centimetres). 

The  insulators,  which  are  of  poplar  wood,  are  5  inches  long. 
These  are  carefully  dried  and  then  impregnated  with  boiling 
paraffin.  A  block  of  dried  poplar  will  absorb  as  much  as  75  per 
cent,  of  its  own  weight  of  paraffin,  which  permeates  through  the 
whole  mass.  These  blocks  have  proved  efficient  insulators,  and 
they  are  apparently  standing  well.  The  actual  measured  insulation 
of  the  conductor,  under  unfavourable  circumstances  as  regards 
weather  and  when  charged  to  a  potential  of  250  volts,  is  about  900 
to  1,000  ohms  per  mile,  approximately  the  same  as  the  insulation 
obtained  at  Portrush.  Such  an  insulation  is  sufficient  for  practical 
purposes.  It  represents  a  loss,  through  leakage,  of  d  ampere,  or 
one-tenth  of  a  horse-power  per  mile.  The  actual  measured  leakage 
current  of  the  whole  line  in  wet  weather  amounts  to  nearly  four 
times  the  above  amount,  the  excess  being  probably  due  to  some 
slight  fault  in  the  cables  and  arrangements  at  the  points  and 
crossings. 

The  circuit  is  completed  by  the  rails  of  the  permanent  way, 
which  are  uninsulated.  As  is  the  case  with  the  conductor,  the 
fish-plate  connections  are  not  sufficient,  and  they  are  therefore 
supplemented  by  flexible  copper  strips  riveted  to  the  under  surface 
of  the  rails.  The  specific  resistance  of  the  steel  rails  (Barrow 
Hematite)  is  0*0000166  ohm,  and  hence  the  total  resistance  of 
the  four  rails,  having  an  aggregate  area  of  12*4  square  inches,  is 
0*033  ohm  per  mile.  The  resistance  of  the  conductor  is  0*221, 
making  the  resistance  of  the  circuit  0*254  ohm  per  mile.  Allowing 
for  the  earth  and  for  some  contact  resistance,  probably  0*25  ohm 


BESSBROOK  AND  NEWRV  TRAMIVAV. 


573 


represents  the  average  resistance  per  mile  (o’i56  ohm  per  kilo¬ 
metre).  The  electrical  connection  of  the  rails  of  the  permanent 
way  is  essential,  since  the  earth  connection  is  of  little  value, 
as  the  rails  are  practically  insulated  by  the  sleepers  and  dry 
ballast. 

Each  locomotive-car  is  fitted  with  an  Edison-Hopkinson 
dynamo-motor.  As  previously  mentioned,  the  motor  is  fixed  on 
the  leading  bogie,  and  is  entirely  independent  of  the  body  of  the 
car.  The  armature  shaft  carries  a  double  helical  toothed  steel  pinion, 
6‘o5  inches  in  diameter,  gearing  into  a  steel  wheel  21*08  inches 
diameter,  carried  on  a  small  countershaft  running  in  bearings  fixed 
on  the  bed  of  the  motor.  This  shaft  also  carries  a  chain  pinion- 
wheel  of  steel,  8*8  inches  diameter,  on  the  extended  boss  of 
which  the  helical  toothed  wheel  is  keyed.  The  chain  pinion 
drives  with  chain  gear  on  to  a  wheel  21  inches  in  diameter,  keyed 
on  to  the  back  axle  of  the  bogie,  the  wheels  of  which  are  28 
inches  in  diameter.  This  gives  a  ratio  of  gear  of  8*3  to  i ;  hence 
a  speed  of  i  mile  per  hour  corresponds  to  100  revolutions  per 
minute  of  the  dynamo  axle.  To  give  the  necessary  adhesion  the 
axles  are  coupled  with  outside  connecting-rods. 

The  motors  are  series-wound  with  such  a  number  of  convolu¬ 
tions  that  the  magnets  are  nearly  saturated  with  72  amperes, 
which  is  also  the  normal  current  for  the  armature.  The  resistance 
of  the  magnets  is  0*113  2-i^d  of  the  armature  0*112  ohm; 

hence  if  the  potential  between  the  terminals  be  220  volts,  the 
electrical  efficiency  with  the  normal  current  is  92*6  per  cent., 
and  the  commercial  efficiency  90*7  per  cent.,  the  power  deve¬ 
loped  being  nearly  20  H.P.  In  actual  work  the  power  of  the 
motor  frequently  exceeds  this  amount.  To  transmit  this 
power  with  the  car  running  at,  say,  seven  miles  per  hour, 
the  tension  of  the  chain  would  be  1,430  lbs.,  and  the  speed 
460  feet  per  minute.  At  starting  on  a  gradient  with  the  full 
load  the  tension  may  reach  3,400  lbs.,  and  with  the  car  run¬ 
ning  at  the  maximum  rate,  the  speed  may  reach  1,300  feet  per 
minute. 

A  steel  chain  based  on  the  well-known  tricycle  form  was  em- 


574 


ELECTRIC  TRACTION. 


ployed.  The  tubes  are  keyed  as  well  as  riveted  in  the  inner 
links,  and  the  pins  in  the  outer  links. 

The  current  is  conveyed  from  the  conductor  by  two  collectors 
fixed  on  the  bogies.  These  form  a  good  rubbing  contact  on  the 
upper  surface  of  the  conductor.  From  them  the  current  passes 
to  the  reversing  and  regulating  switch  fixed  on  the  splash  board 
of  the  leading  bogie.  To  avoid  throwing  the  full  load  suddenly 
on  the  generator  and  motor  dynamos,  a  series  of  resistances  are 
first  thrown  into  circuit  and  cut  out  one  by  one.  After  passing 
through  the  armature  and  magnets,  the  current  returns  through 
the  axle  boxes  and  wheels  to  the  rails. 

The  potential  allowed  by  the  Board  of  Trade  is  300  volts,  but 
the  actual  potential  employed  is  only  250  volts. 

The  trains  are  commonly  composed  of  one  locomotive  car  and 
three  or  four  trucks,  but  frequently  a  second  passenger  car  is 
coupled,  or  the  number  of  trucks  increased  to  six.  Thus  a  gross 
load  of  30  tons  is  constantly  drawn  at  a  speed  of  6  or  7  miles  per 
hour  on  a  gradient  of  i  in  50. 

The  cost  of  the  electrical  equipment  of  the  Bessbrook  and 
Newry  line  is  summarized  as  follows  : — 

S.  d. 

Turbine,  pen-trough,  and  driving  gear  .  .  330  o  o 

Two  generator  dynamos,  measuring  instru¬ 
ments,  and  driving  belts  ....  450  o  o 

Conductor  at  £,200  per  mile  ....  600  o  o 

Two  locomotive  cars,  including  their  entire 

electrical  equipment  .  .  .  .  .  1,120  o  o 

^2,500  o  o 


The  cost  of  each  of  the  above  items  includes  delivery  and 
erection. 

The  cost  of  haulage  was  carefully  ascertained  over  a  period  of 
five  months,  from  November  21st,  1885,  to  April  22,  1886,  and  is 
given  as  follows  : — 


BESSBROOK  AND  NEIVRY  TRAMIVAY. 


575 


Wages  of  driver  and  attendant  at  generator 
station  ........ 

Sundry  repairs  ...... 

Oil,  grease,  and  waste  .  .  .  .  . 

Rental  of  water-power  .  .  .  .  . 

Dynamo  brushes,  renewals  of  driving  chain 
and  commutators  ...... 


s.  J. 

32  7  6 

610 

5  4 
59  16  o 

14  II  6 

118  0  10 


Train  mileage,  8,652 

Hence  cost  per  train  mile,  3'3d. 


For  the  six  months  ending  June  30th,  1887,  during  which 
period  there  had  been  a  goods  traffic  of  8,000  tons  over  the  line, 
a  much  larger  amount  than  in  the  period  referred  to  above,  the 
cost  per  train-mile  was  something  greater,  as  follows  : — 


£ 

s. 

d. 

Wages  ........ 

50 

18 

0 

Sundry  repairs  and  alterations,  including  the 

cost  of  changing  the  winding  of  four  arma- 

tures  of  the  dynamos  ..... 

34 

14 

3 

Oil,  grease,  and  waste  ..... 

10 

0 

0 

Rental  of  water  power  ..... 

71 

15 

0 

Dynamo  brushes  and  sundry  renewals 

12 

5 

10 

£^79 

13 

I 

Train  mileage,  10,276. 

Hence  cost  per  train  mile,  4*26. 


The  above  amounts  do  not  include  anything  for  depreciation 
or  for  general  supervision. 

Subjoined  are  tables  showing  distribution  of  the  power  em¬ 
ployed  : — 


576 


ELECTRIC  TRACTION. 


Distribution  of  Power. 


'  I 

II. P.  hours. 

1 

1  H.P.  hours. 

i 

H.P.  hours. 

Total  water  power  ...... 

,,  electrical  power  developed  by  generator 
Net  power  of  motor  ...... 

Loss  in  generator  ...... 

,,  in  line  resistance  ..... 

,,  leakage  ....... 

,,  motor  ....... 

Sum  of  electrical  losses  ..... 

30-4 

i8-i 

12*6 

1*68 

1*82 

071 

2-07 

6-31 

20*63 

10*86 

7*82 

0*88 

0*65 

0*52 

0*90 

2 ’95 

13*9 

4*71 

3*62 

0*40 

0*  14 
0*39 

O'  165 
1*10 

Distribution  of  Power. 


Gross  load  .... 
Mean  speed  in  miles  per  hour 
Total  energy  of  water  in  foot 
Ihs.  ..... 
Total  electrical  energy  de-  '1 
veloped  by  generator  in  > 

foot  lbs . ) 

Net  mechanical  energy  de¬ 
veloped  bymotorinfoot  lbs. 
Sum  of  electrical  losses  in 

foot  lbs . 

Loss  in  generator  in  foot  lbs. 

,,  leakage  _  „ 

,,  resistance  in  line  of) 

foot  lbs . j 

Loss  in  motor  in  foot  lbs. 
Total  work  done  against 
gravity  .  .  .  _  . 

Total  work  done  against 
friction  .... 
Mean  tractive  force  exclu¬ 
sive  of  gravity  in  lbs.  per  ton 


First  journey. 


Second 

journey. 


Tns.  Cts.  Qrs.  !  Tns.  Cts.  Qrs 


28  12  3 

57 

60,291,000 


21  18  o 

7*2 

40,860,600 


35,871,000  21,516,000 


24,928,200 

12,493,800 

3,343,000 

1,420,300 

3.613,500 

4,098,600 
1 1,867,400 

13,060,800 

28*9 


15,493,500 

5,841,000 

1.735.800 
1,029,600 

1.296.900 

1.791.900 

7.356.800 

8,136,700 

27-4 


Third  journey. 


Tns.  Cts.  Qrs. 

8160 

11-3 

27,522,000 

9,332,400 

7,170,900 

2,174,700 

801,900 

775,500 

287,100 

326,700 

2,858,300 

4,312,600 

37’i 


BESSBROOK  AND  NEWRY  TRAMWAY. 


577 


Percentages.’ 


!  Eirst  journey. 

i 

Second  journey. 

Third 

journey. 

Of  the 
water 
power. 

Of  total 
power  of 
generator. 

Of  the 
water 
power. 

Of  total 
power  of 
generator. 

Of  the 
water 
power. 

Of  total 
power  of 
generator 

Water  power  . 

lOO'O 

_ 

100*0 

100*0 

Generator  power 

59'S 

lOO'O 

52*6 

100*0 

33*9 

100*0 

Net  motor  power 

41*3 

69-4 

37*9 

72*0 

26*1 

76*8 

Loss  in  generator 

5\S 

9’3 

4*2 

8*0 

2*9 

8*6 

,,  leakage  . 

2-3 

3*9 

2*5 

4*8 

2*8 

8*3 

,,  line  resistance  . 

6’0 

io'6 

3*2 

6*0 

1*0 

3*1 

,,  motor 

6-8 

11*4 

4*4 

8*3 

1*2 

3*5 

The  line  has  been  regularly  worked  since  October,  1885.  The 
following  table  shows  the  traffic  on  the  line  in  successive  years  : — 


Tonnage. 

Mileage. 

Passengers. 

1886 

12,238 

19,872 

97,636 

1887 

13464 

19,212 

81,275 

1888 

14,928 

20,376 

85,450 

1889 

17.055 

20,424 

85,978 

1890 

16,173 

20,478 

92,447 

1891 

15.852 

21,468 

94465 

Total 

89,710 

121,830 

536,951 

The  cost  of  haulage  for  the  year  1891  was  as  follows  : — 

£  s.  d. 

Wages  (drivers,  guards,  and  dynamo  engineer)  .  .  123  12  6 

Maintenanceand  repairs  of  electrical  machinery — materials  60  6  4 

„  „  „  wages  .  23  18  9 

Oil,  grease,  and  waste  .  .  .  .  .  .  .  962 

Water  rent  . . 128  ii  o 

Total  .  .  .  ;^345  14  9 

Train  mileage,  23,468. 

Hence  cost  per  train  mile,  3'94d. 

P  P 


CHAPTER  III. 


ELECTRICAL  TRAMWAYS:  BIRMINGHAM  ; 
BLACKPOOL  ;  GUERNSEY, 

Birmingham  Central  Tramways. — Electrical  Section. 

The  Bristol  Road  Section  of  the  Birmingham  system,  three  miles 
long,  was  opened  in  1890.  It  is  worked  electrically  on  the  accu¬ 
mulator  principle.  The  ruling  gradients  are  i  in  28  and  i  in  32. 
The  rails  are  of  steel,  girder  section,  6  inches  high,  with  a  7-inch 
flange  base,  fish-jointed,  and  weighing  92  lbs.  per  yard.  They  are 
laid  on  a  6-inch  bed  of  concrete. 

The  cars,  which  resemble  the  double-bogie  car  already  described 
(Plate  III.,  page  372),  are  6^  feet  wide,  26^  feet  long,  to  carry 
24  inside  and  26  outside  passengers.  The  two  bogie-trucks  are 
about  15  feet  apart  between  centres.  The  cells  of  the  batteries 
are  carried  in  trays  underneath  the  seats — six  trays  on  each  side 
of  the  car,  holding  eight  cells — 96  in  all. 


Blackpool  Electric  Tramway. 

The  Blackpool  tramway  is  2  miles  in  length,  and  occupies  the 
length  of  the  Esplanade.  During  the  season  eight  cars  are  con¬ 
stantly  at  work,  seating  on  an  average  45  passengers. 

The  electricity  is  generated  at  a  central  station,  and  is  conveyed 
to  the  cars  by  means  of  an  underground  channel  or  “  tube  ”  in 
the  centre  of  the  track,  having  a  narrow  slit  or  opening  for 
communication  between  the  electric  motor  on  the  car  and  electric 


BLACKPOOL  ELECTRIC  TRAMWAY, 


579 


conductors  within  the  channel.  The  channel  is  formed  strong 
enough  to  support  the  ordinary  traffic  of  the  road,  and  so  as  to  be 
easily  flushed  and  cleansed.  Its  surface  consists  of  steel  trough- 
ing  filled  with  wooden  paving  blocks,  and  forms  a  good  roadway. 
The  sides  of  the  channel  are  partially  formed  of  creosoted  wood, 
holding  porcelain  insulators  which  carry  electric  conductors  of 
special  drawn  copper  so  formed  that  they  can  be  readily  and 
securely  fixed,  and  the  lengths  secured  by  expansion  joints. 

Two  conductors  are  supplied,  first,  that  they  may  be  hidden 
in  the  tube  under  either  side,  and  so  be  protected  from  injury 
by  any  substance  falling  through  the  slit  channel ;  and,  secondly, 
to  make  it  possible  to  deal  with  points,  loops,  and  crossings. 
Only  the  positive  electricity  passes  along  these  conductors  j  the 
return  is  made  by  means  of  the  rails,  which  are  electrically 
connected  one  with  the  other. 

Communication  is  made  with  the  cars  by  means  of  a  collector 
which  runs  upon  the  copper  conductors  within  the  channel.  Insu¬ 
lated  copper  bands,  protected  by  steel  plates,  pass  through  the  slit 
or  opening  in  the  surface  of  the  road,  and  by  a  flexible  insulated 
cord  attached  to  an  electrical  terminal  underneath  the  car,  so  that 
when  the  car  moves  the  collector  is  drawn  along  with  sufficient 
force  to  clear  away  any  ordinary  obstruction.  But  should  an 
absolute  block  occur,  then  a  special  clip  releases  the  collector,  and 
a  breakage  is  avoided. 

From  the  terminal  underneath  the  car  the  current  passes  to  the 
switch-box,  where  the  quantity  and  direction  of  the  electricity  to 
and  within  the  motor  is  regulated,  and  thereby  the  speed  and 
direction  of  the  car  is  controlled. 

Switch-boxes  are  placed  at  each  end  of  the  car,  and  are  provided 
with  removable  handles,  without  which  it  is  impossible  to  operate 
them.  The  driver,  who  has  charge  of  these  handles,  can  cause 
the  car  to  move  backwards  or  forwards  at  will.  From  the  switches 
the  current  goes  to  the  motor  and  there  produces  mechanical 
energy.  The  motor  runs  at  a  high  speed,  and  a  combination  of 
spur  and  chain  gear  is  employed  to  communicate  the  power  to  the 
wheels  and  drive  the  car.  The  gear  is  specially  designed  to  run 


p  p  2 


58o 


ELECTRIC  TRACTION. 


smoothly  and  silently.  From  the  motor  the  current  passes  by  way 
of  adjustable  clips  to  the  axles,  and  by  them  through  the  wheels  to 
the  rails  and  back  to  the  station  where  the  electricity  is  generated. 

The  engines  and  dynamos  are  in  duplicate,  and  so  made  that 
they  produce  just  the  amount  of  electric  energy  required,  so  that, 
if  no  car  be  running,  no  work  is  expended;  if  one  car  runs,  just 
enough  energy  to  drive  one,  and  no  more ;  if  ten  cars,  sufficient 
for  them,  and  so  on  up  to  the  full  capacity  of  the  machines,  which 
are  constructed  to  the  requirements  of  the  line. 

The  generators  fixed  at  the  engine-shed  are  capable  of  driving 
ten  loaded  cars — sufficient  to  carry  400  passengers.  • 

The  capacity  for  carrying  exceptional  traffic  with  a  very  small 
increase  in  the  working  expenses  is  exemplified  as  follows : — 

The  number  of  passengers  carried  during  a  week  of  six  days  in 
the  winter  was  2,393  at  a  cost,  for  fuel  and  wages,  under 
During  the  week  ending  September  4th,  1886,  which  was  in  the 
height  of  the  season,  the  number  of  passengers  carried  was  44,306, 
while  the  cost  of  wages  and  fuel  was  only;£'45 


Guernsey  Electric  Tramway. 

This  line  of  tramway  consists  of  three  miles  of  single  way  with 
turnouts,  following  the  coast  line  between  St.  Peter’s  Port  and 
St.  Sampson’s.  It  was  originally  worked  by  steam  locomotive 
power,  but  this  service  proved  to  be  irregular  and  unsatisfactory 
— working  over  constantly  recurring  curves  and  inclines,  and  stop¬ 
ping  to  suit  passengers — and  it  was  susperseded  about  two  years 
ago  (1892)  by  electric  power,  with  overhead  conductors,  for  which 
the  entire  equipment  was  supplied  by  Siemens  Brothers  &  Co. 

The  generating  plant  consists  of  two  compound  steam-engines, 
each  of  25  nominal  horse-i^ower,  and  two  locomotive  boilers. 
Each  engine  is  fitted  with  a  Worthington  pump,  a  Friedman 


G UERNSE  V  ELE CTRIC  TRAMWA  V.  581 

injector,  and  a  feedwater  heater.  The  first  cylinder  of  each  engine 
is  10  inches,  and  the  second  cylinder  16  inches,  in  diameter,  with 
a  common  stroke  of  18  inches,  making  120  turns  per  minute.  The 
flywheel  is  8  feet  in  diameter,  and  weighs  42I  cwt.  The  working 
pressure  is  140  lbs.  per  square  inch.  The  first  cylinders  are  fitted 
with  Hartnell’s  expansion  gear.  With  this  gear  the  speed  is  nearly 
constant ;  within  5  per  cent. 

A  Siemens  compound-wound  central  station  dynamo,  capable 
of  giving  100  amperes  at  a  pressure  of  500  volts,  is  belt-driven 
by  each  engine,  at  a  speed  of  350  revolutions  per  minute.  A 
Schaffer  and  Budenberg  tacheometer  can  be  connected  at  will  to 
either  dynamo.  A  single  engine  and  dynamo  suffice  for  ordinary 
traffic.  The  sets  work  alternate  fortnights.  The  average  daily 
run  is  17^  hours  without  stop.  An  ingenious  arrangement  of 
switchboard  permits  the  reserve  dynamo  to  be  thrown  in  at  any 
time,  and  the  load  to  be  halved  between  the  two  machines,  with¬ 
out  interruption  of  running. 

The  station  buildings  are  of  stone  and  corrugated  iron,  the 
power-house,  workshop,  car,  and  coal-shed  being  conveniently 
connected  together.  Three  tracks  run  into  the  car-shed,  and  each 
has  a  pit  46  inches  by  54  inches  for  its  entire  length,  affording  easy 
access  to  the  driving  mechanism  and  running  gear.  All  repairs 
are  made  at  the  station.  A  separate  plant  is  to  be  put  in  for 
lighting  the  buildings  electrically. 

The  working  stock  consists  of  seven  motor  cars  and  two  trailers. 
Four  of  the  motor  cars  have  bogie  trucks  and  double  motors  in 
series,  and  they  seat  68  persons  each.  The  three  others  have 
ordinary  4-wheel  gear  and  single  motors,  seating  52  each.  Each 
motor  is  of  7  nominal  horse-power.  With  the  exception  of  the 
motors  employed  on  the  two  bogie  cars  last  built,  the  motors  are 
of  the  Siemens  double  magnetic  circuit  type,  and  are  furnished 
with  single  reduction  gearing.  The  pinion  is  of  phosphor  bronze, 
and  the  split  wheel  on  the  car  axle  of  cast-steel.  The  motor  casing 
is  of  wood,  metal  lined.  The  two  newest  cars  have  a  simple 
magnetic  field  type  of  motor,  and  chains  have  been  abandoned 


ELECTRIC  2 R ACTION. 


5S2 

in  favour  of  single  reduction  spur  gear.  The  pinion  in  this  case 
is  cut  out  of  a  single  block  of  steel,  and  carefully  polished, 
the  spur-wheel  being  cast  in  halves  and  bolted  together  on  the  car 
axle.  This  gear  runs  much  more  quietly  and  with  less  wear  and 
tear  than  the  chain  gearing.  Armature  and  gearing  are  enclosed 
in  a  cast  brass  casing,  which  serves  as  an  oil  bath  for  the  gear, 
and  protects  the  armature  from  dust  and  wet.  All  armatures  are 
of  the  drum  type.  The  speed  is  regulated  by  the  introduction  of 
artificial  resistances  of  iron  wire,  carried  beneath  the  car  flooring. 
The  motors  are  supported  on  rubber  cushions.  The  brashes  are 
of  copper  gauze,  and  a  set  lasts  from  three  to  four  weeks. 

Connection  between  the  overhead  conductor  and  the  car  is 
made  in  the  ordinary  way  by  a  trolley  pole  and  wheel.  The  only 
peculiarity  is  that  the  trolley  head  is  connected  to  the  hollow 
steel  pole  by  means  of  a  piece  of  ash,  being  thus  insulated  from 
the  pole  and  its  base.  The  insulated  cable,  carrying  the  current 
to  the  motors,  passes  through  the  tubular  pole.  The  trolley  itself 
pivots  on  a  socket-head  furnished  with  ball  bearings,  and  the 
upright  supporting  these  bearings  is  screwed  into  a  cast-iron 
bracket  bolted  to  the  side  and  top  of  the  car.  The  usual  upward 
pressure  of  the  trolley  against  the  wire  is  about  26  lbs. 

The  trolley  wire  along  the  line  is  supported  about  2  feet  outside 
the  track  by  light  bracket  arm  poles.  The  position  of  these  poles 
having  been  fixed  by  the  “  States  ”  of  Guernsey  to  correspond 
with  those  formerly  occupied  by  lamp-posts,  the  brackets  are  of 
varying  lengths.  At  curves,  “pull-off”  poles  and  cross  suspension 
wires  are  employed.  According  to  length  of  span  and  strain, 
three  different  sizes  of  poles  are  used.  All  are  of  the  Siemens 
telegraph  style,  consisting  of  a  cast-iron  base,  into  which  is  fixed 
a  tubular,  conical  wrought-iron  pole.  The  trolley  wire  itself  is  of 
9-millimetre  hard-drawn  copper.  The  spans  vary  between  40 
and  48  yards.  The  whole  overhead  construction  is  very  light 
and  inconspicuous. 

The  permanent  way  is  very  old,  and  is  about  (March,  1894)  to 
be  replaced.  The  metals  are  partly  Vignoles  and  partly  old-style 


GUERNSEY  ELECTRIC  TRAMWAY. 


583 


grooved  tramway  rail.  Where  tram  rails  are  used,  the  return 
circuit  is  secured  by  means  of  lengdis  of  4-millimetre  copper 
wire,  fixed  to  the  metals  by  channel  pins,  and  attached  to  a 
bare  copper  return  wire,  9  millimetres  in  diameter,  laid  between 
the  rails.  The  Vignoles  rails  are  connected  by  means  of  an  iron 
strip  riveted  to  the  bottom  flange  of  each  rail,  and  electrically 
welded  to  it.  With  these  rails  no  return  wire  is  used.  The  weight 
of  rail  is  uniformly  4i|-  lbs.  per  yard. 

For  the  three  months  ending  December  31,  1893,  the  following 
information  is  given  : — 


Average 

number  of  cars  running  .... 

• 

5 

daily  mileage  per  car  .... 

• 

70 

speed  per  hour  in  miles  .... 

• 

7*2 

pounds  of  coal  consumed  per  car-mile  . 

« 

8 

?? 

number  of  passengers  per  car-mile 

. 

7 

,,  ,,  ,,  holidays 

13 

Costs  ^er  car -mile. 


d. 


Salaries  ......... 

Wages  and  repairs  in  power-house 

Wages  of  drivers  and  conductors  .... 

Workshop  repairs  and  car-cleaning 
Maintenance  of  permanent  way  and  electrical  con¬ 
ductors  ........ 

Coal  ......... 

Oil  and  sundries  in  power-house  .  .  .  . 

,,  ,,  repair  shop  and  car-shed 

Printing  and  stationery  ...... 


0*652 

0‘636 

1*716 

1*243 

0*312 

0*747 

0*234 

o*i8t 

0.070 


Total  per  car-mile  5-79i 


Coal  and  other  stores  are  expensive  on  account  of  freights. 
The  cost  of  running,  strictly  speaking,  viz. — coal,  oil,  waste,  &c., 
wages  of  engine  and  car  drivers,  conductors,  car  cleaners,  and 
everything  directly  connected  with  car  service — does  not  exceed 
4d.  per  car-mile. 


584 


ELECTRIC  TRACTION. 


A  four-mile  extension  of  the  road  to  Cobo,  and  a  branch  line 
to  Bordeaux  Harbour,  are  now  contemplated.  Large  granite 
quarries  are  situated  at  these  points,  and  it  is  proposed  to  run 
regular  freight  service,  as  well  as  passenger  cars,  to  bring  the  stone 
from  quarry  to  ship  by  the  electric  line.'^' 

*  The  matter  of  this  notice  is  derived  from  a  paper  by  Mr.  Philip 
Dawson,  C.E.,  in  Engineering  oi^2SQ\).  30,  1894. 


CHAPTER  IV. 


CITY  AND  SOUTH  LONDON  RAIL  WAY  A 

This  railway,  worked  by  electricity,  was  opened  for  public  traffic 
in  December,  1891.  The  line  consists  of  two  independent  tun¬ 
nels  formed  of  cast-iron  rings.  The  sleepers  are  transverse,  resting 
directly  upon  these  rings,  and  the  rails  are  spiked  thereto,  and 
leave  a  minimum  headway  of  9  feet  from  the  rail-level  to  the 
highest  point  of  the  tunnel.  Fig.  342  shows  a  section  of  the  tunnel 
and  the  space  available.  Where  the  line  passes  under  the  Thames, 
between  Great  Dover  Street  and  King  William  Street,  there  is  on 
the  up  line  a  down-gradient  of  i  in  30  for  a  distance  of  264  feet, 
and  an  up-gradient  of  i  in  30  for  462  feet ;  and  on  the  down  line 
a  down-gradient,  with  the  traffic,  of  i  in  14,  followed  by  an  up-gra¬ 
dient  of  I  in  30.  At  other  points  of  the  line  the  gradients  are  not 
severe,  the  principal  being  an  up-gradient  of  i  in  100  approaching 
Stockwell  Station.  The  total  length  of  the  line  is  3  miles  270 
yards.  There  are  four  intermediate  stations. 

The  generator  station  is  situated  at  Stockwell,  at  a  distance  of 
about  500  feet  from  that  terminus.  There  are  eight  boilers  of  Lanca¬ 
shire  type,  each  28  feet  long  and  7  feet  in  diameter,  fitted  with 
Vicars’  automatic  stokers.  The  boiler-floor  is  12  feet  6  inches  below 
the  ground  level  (Fig.  343),  and  the  boiler-house  is  roofed  over, 

*  The  materials  for  this  and  the  succeeding  notices  have  been 
derived  from  Dr.  Edward  Hopkinson’s  paper  on  “Electrical  Rail" 
ways,”  invol.  cxii.,  and  Mr.  Sheibner’s  paper  on  the  “  Florence  and 
Fiesole  Electric  Railway,”  in  vol.  cvi.,  of  the  Minutes  of  Proceed¬ 
ings  of  the  Instihition  of  Civil  Engineers. 


586 


ELECTRIC  TRACTION. 


except  immediately  above  the  stokehole,  so  as  to  provide  room 
for  a  fuel  store.  By  this  arrangement  the  fuel  can  be  shovelled 
direct  into  the  hoppers  of  the  stokers.  The  pressure  at  the 
boilers  is  140  lbs.  per  square  inch.  In  addition  to  providing 
steam  for  the  electric-generating  engines,  the  boilers  are  required 
for  producing  steam  for  the  powerful  hydraulic  plant,  and  the 


Fig.  342. 


City  and  South  London  Railway :  Transverse  Section  of  Tunnel. 


auxiliary  engines  of  the  repairing  shop,  the  compressed-air  pumps, 
and  the  hauling  engine  for  drawing  the  locomotives  and  carriages 
up  the  inclined  w^ay  connecting  the  Stockwell  Terminus  with 
the  depot.  The  boilers  are  set  on  Livet’s  principle  of  expand¬ 
ing  flues,  and  are  arranged  in  two  groups  of  four,  with  indepen¬ 
dent  flues  and  chimneys.  The  steam-pipes  from  the  two  groups 
are  arranged  so  that  either  or  both  can  be  connected  to  the  main 


CITY  AND  SOUTH  LONDON  RAILWAY. 


587 


pipes  crossing  beneath  the  yard  to  the  engine-house,  otherwise 
there  is  no  duplication  of  the  steam-pipe  system.  The  exhaust 
steam  from  all  the  engines  passes  by  a  single  pipe  through  the 
water  heaters  to  the  chimney.  As  there  is  no  water  available  for 
condensing  purposes,  all  the  engines  are  non-condensing;  steam 
power,  therefore,  is  not  produced  under  the  most  economical 
conditions. 

There  were  originally  three  engines,  each  of  them  driving  one 
generating  dynamo  ;  but  the  Company  has  since  added  a  fourth 
similar  engine  and  dynamo  in  view  of  the  extension  of  the  line  to 
Clapham,  and  to  meet  the  requirements  of  the  Board  of  Trade  aS 
to  reserve  power.  The  engines  are  of  the  vertical  compound 


Fig.  343. — City  and  South  London  Railway  :  Boiler-house  and  Engine-house 

at  Generator  Station. 


open  type;  the  cylinders  are  side  by  side,  17  inches  and  27  inches 
in  diameter  respectively,  and  27  inches  stroke.  The  fly-wheels 
are  14  feet  in  diameter  and  carried  between  the  cranks,  which 
are  of  disc  form.  Both  cylinders  are  steam-jacketed  in  the 
barrels,  with  high-pressure  steam,  and  are  fitted  with  slide-valves, 
with  cut-off  valves  on  both  cylinders,  controlled  by  the  governors. 
The  engines  run  at  one  hundred  revolutions  per  minute.  They  are 
each  capable  of  indicating  400  H.P.,  and  drive  the  dynamos  with 
link-leather  belts,  which  are  provided  with  jockey  pulleys  to  allow 
of  the  distance  between  the  engine  and  the  dynamo  centres  being 
reduced  without  unduly  diminishing  the  area  of  contact  on  the 
driven  pulleys. 


588 


ELECTRIC  TRACT/ON. 


The  generating  dynamos  are  of  the  Edison-Hopkinson  type, 
with  bar  armatures  ipf  inches  in  diameter.  The  field-magnet 
coils  are  wound  with  both  shunt  and  series  coils,  but  the  latter 
can  be  half  short-circuited,  or  entirely  so,  at  will,  by  means  of 
switches  fixed  on  the  dynamo.  Each  dynamo  is  capable  of  giving 
an  output  of  450  amperes  at  500  volts,  running  at  a  speed  of  500 
revolutions  per  minute.  The  following  are  the  electrical  con¬ 
stants  of  the  machines  :  Resistance  of  armature,  o'oiy  ohms;  of 
shunt  coils,  96*0  ohms;  of  series  coils,  o’oi5  ohms. 

The  electrical  efficiency  at  full  speed  is  96  per  cent.,  and 
the  weight  of  the  armature  is  37  cwt.  The  weight  of  the  entire 
machine  is  17  tons. 

Careful  independent  experiments  were  made  upon  the  efficiency 
of  conversion,  which  showed  that  the  frictional  losses  amounted 
to  27  per  cent,  of  the  full  load.  Hence  the  commercial  full-load 
efficiency  is  93 '4  per  cent. 

The  switch-board  is  arranged  so  that  any  of  the  four  generators 
can  be  coupled  to  any  of  the  four  feeders,  either  independently  or 
in  parallel,  and  that  any  fresh  combination  can  be  instantly 
effected  without  interruption  of  the  working.  The  electromotive 
force  of  each  dynamo  is  measured  by  a  Kelvin  electrostatic  mul¬ 
ticellular  voltmeter,  and  the  current  passing  through  each  feeder 
is  measured  by  an  ampere-meter.  The  leakage  of  any  part  of  the 
entire  system  of  conductors,  when  subjected  to  the  full  potential, 
can  be  measured  by  a  special  low  range  ampere-meter.  The 
feeders  are  provided  with  fusible  cut-outs  and  quick-acting  safety 
switches,  which  automatically  throw  a  resistance  into  circuit  if  the 
current  exceeds  a  certain  amount ;  the  object  being  to  prevent 
injury  if  an  accidental  short  circuit  should  take  place  on  any  part 
of  the  system. 

From  the  switch-board  there  are  four  feeders,  two  of  which  are 
connected  to  the  working  conductors  at  Great  Dover  Street 
station,  a  distance  of  12,800  feet  from  the  generating  station.  The 
other  two  are  coupled  in  parallel  as  far  as  Stockwell,  and  one  is 
continued  to  the  Oval,  where  it  is  connected  to  the  working  con¬ 
ductors  at  a  distance  of  4,330  feet  from  the  generator  station. 


CITY  AND  SOUTH  LONDON  RAILWAY.  589 

The  cables,  which  were  manufactured  by  the  Fowler-Waring 
Company,  consist  of  a  standard  core  of  61 — 14  B.W.G.,  insu¬ 
lated  and  sheathed  with  lead,  and  have  an  insulation  resistance 
of  not  less  than  500  megohms  per  mile.  They  are  carried  along 
the  tunnels  supported  on  the  brackets  carrying  the  hydraulic  pipes. 

The  working  conductor  is  similar  to  that  adopted  for  the  Bess- 
brook  and  Newry  Tramway,  and  consists  of  channel  steel  laid 
between  the  rails,  and  carried  on  glass  insulators  fixed  to  alternate 
sleepers.  The  channel  weighs  10  lbs.  per  lineal  yard,  and  was 
rolled  from  mild  ductile  steel  of  special  composition.  The  suitable 
proportions  of  carbon,  silicon,  and  manganese  for  steel  conductors 
have  already  been  discussed.  By  eliminating  the  silicon  and  slightly 
diminishing  the  carbon,  a  steel  was  obtained  having  a  specific 
resistance  as  low  as  0*0000105  ohm  at  24°  Centigrade,  although 
the  amount  of  manganese  allowed  was  somewhat  increased. 
This  corresponds  to  a  resistance  of  0*0503  ohm  per  1,000  feet. 

It  will  be  observed  that  the  level  of  the  conductor  is  i  inch  be¬ 
low  that  of  the  rail-level.  This,  of  course,  necessitates  arrange¬ 
ments  for  the  lifting  of  the  collectors  over  the  crossing-rail  at 
points.  The  conductor  is  broken  on  either  side  the  crossing-rail, 
and  replaced  by  inclined  planes  of  wood,  up  which  the  collectors 
slide  till  raised  to  a  level  of  i  inch  above  the  crossing-rail,  which 
passes  through  a  gap  left  in  the  wooden  runners.  The  collectors 
cross  the  gap  at  an  angle,  and  are  wide  enough  to  bridge  it.  As 
each  locomotive  is  provided  with  three  collectors,  the  continuity 
of  the  circuit  is  never  broken,  as  the  leading  collector  makes  con¬ 
tact  with  the  steel  conductor  in  advance  of  the  break  before  the 
trailing  collector  leaves  the  conductor  behind  the  break.  The 
conductor  is  also  divided  into  sections,  and  arranged  so  that  any 
section  can  be  coupled  through  automatic  cut-outs  to  the  adjacent 
sections,  or  independently  to  the  feeders.  Thus  any  section  can 
be  isolated  for  the  purpose  of  testing  or  repairs,  and  is  automati¬ 
cally  disconnected  in  case  of  any  accident  causing  a  short  circuit 
to  earth.  The  return  circuit  is  through  the  rails,  which  are  prac¬ 
tically  uninsulated.  In  such  a  system  high  insulation  from  the 
earth  is  neither  aimed  at  nor  required,  provided  the  power  lost  in 


590 


ELECTRIC  TRACTION. 


leakage  is  inconsiderable.  The  actual  leakage  on  the  entire 
system,  consisting  of  dynamos,  feeders,  and  working  conductors, 
tested  at  500  volts  pressure,  is  generally  about  ^  ampere,  corre¬ 
sponding  with  a  loss  of  0*3  H.P.,  and  it  rarely  exceeds  one  ampere 
under  the  most  unfavourable  atmospheric  conditions. 

The  essential  feature  in  the  design  of  the  locomotives,  Figs. 
344  and  345,  is,  that  the  armatures  of  the  motors  are  built 
directly  upon  the  axles,  wlhle  the  magnets  are  supported  partly 


i 

T> 

c 

— L 

i 

1 

r  “ 

1- 

I'l 

1  1 

_ 

r 

0 

j 

i — 

Fig.  344. — City  and  South  London  Railway :  Locomotive.  Showing  Motors. 


on  the  axle  and  partly  on  the  frame.  Thus  gearing  is  entirely 
obviated,  and  the  mechanism  is  reduced  to  the  simplest  elements. 
Although  this  principle  of  direct  driving  was  suggested  many 
years  ago  by  the  late  Sir  William  Siemens,  it  has  not  previously 
been  applied  in  practice.  The  field-magnets  embrace  the  arma¬ 
ture,  leaving  but  an  exceedingly  narrow  “  gap,"  and  are  sup¬ 
ported  in  part  by  brackets  parallel  to  the  axle  with  bearings 
upon  it,  and  partly  by  links  connecting  the  yoke  to  a  cross¬ 
beam  of  the  locomotive  frame,  thus  permitting  limited  freedom 


CITY  AND  SOUTH  LONDON  RAILWAY. 


591 


of  angular  motion  of  the  field  round  the  axle,  and  compensating 
for  the  rise  and  fall  of  the  axle-boxes  in  the  horn-blocks.  The 
weight  of  one  axle  with  its  wheel,  axle-boxes,  and  springs,  and 
with  the  armature  attached,  is  24  cwts.,  and  the  part  of  the  weight 
of  the  magnets  resting  on  the  axle  is  10  cwts.,  whence  the  total 
dead  weight  on  each  axle  is  34  cwts. 

The  two  motors  on  each  locomotive  on  the  South  London  line 


Fig.  345.  City  and  South  London  Railway  :  Locomotive.  Perspective  view. 


are  each  capable  of  developing  50  H.P.  at  a  speed  of  25  miles 
per  hour,  corresponding  to  310  revolutions  of  the  axle  per  minute. 
The  magnets  are  of  the  Edison-Hopkinson”  form  and  series- 
wound  ;  and  the  armatures  are  of  the  Gramme-ring  type.  The 
resistance  of  the  magnet  coils  of  each  motor  is  o'oSy  ohm,  and  of 
the  armature  0*3  ohm.  The  two  motors  are  connected  electri¬ 
cally  in  series.  The  current  from  the  conductor  is  conveyed  from 
sliding  collectors  through  a  fusible  cut-out  and  main  switch  to 


592 


ELECTRIC  TRACTION, 


a  rheostat  switch  for  inserting  resistance  at  starting ;  thence  it 
passes  through  a  reversing  switch  to  the  motors,  and  finally 
through  the  axle-boxes  and  wheels  to  the  rails  of  the  permanent¬ 
way.  The  motor -magnets  are  proportioned  relatively  to  the 
armature,  precisely  as  in  a  dynamo,  and  are  wound  so  as  to  be 
nearly  saturated  with  the  mean  working  current.  Above  this 
point  the  curve  of  tractive  force  and  current  is  approximately  a 
straight  line,  giving  a  tractive  force  of  i,i8o  lbs.  with  loo  amperes, 
and  a  maximum  of  3,000  lbs.  with  226  amperes.  The  trains  are 
fitted  with  the  Westinghouse  continuous  automatic  brake,  applied, 
however,  in  a  novel  manner  suggested  by  Mr.  Greathead.  In 
place  of  a  pump  working  continuously  on  the  locomotive,  the 
latter  is  provided  with  two  reservoirs  placed  under  the  curved 
side-plates  of  the  cab,  each  of  about  8*25  cubic  feet  capacity.  At 
the  end  of  each  double  journey  these  are  charged  with  air  at 
80  lbs.  pressure,  from  a  small  reservoir  erected  at  Stockwell,  the 
pressure  in  which  is  maintained  by  two  small  pumps  in  the  engine- 
house.  The  reservoirs  on  the  locomotives  are  of  sufficient  capacity 
to  provide  for  about  thirty  stops  from  full  speed.  This  system 
has  proved  both  convenient  in  practice  and  economical,  the  total 
amount  of  steam  required  for  the  brakes  being  about  1*5  per 
cent,  of  the  entire  consumption.  In  addition  to  the  Westinghouse 
brake,  a  powerful  hand-screw  brake  is  fitted  on  each  locomotive. 
The  locomotives  and  carriages  are  lighted  with  glow-lamps  sup¬ 
plied  direct  from  the  conductor,  an  arrangement  which  has 
the  merits  of  simplicity  and  cheapness,  but  is  open  to  the  ob¬ 
jection  that  the  light  is  necessarily  subject  to  some  fluctuation, 
owing  to  the  variations  of  the  electromotive  force  of  the  con¬ 
ductor. 

The  following  are  the  leading  dimensions  of  the  locomotives  : — 


Length  over  central  buffers 
,,  ,,  cab  ,, 

Wheel  base 
Diameter  of  wheels 


Ft.  Ins. 

14  O 

10  O 
6  O 
2  4 


CITY  AND  SOUTH  LONDON  RAILWAY. 


595 


Ft.  Ins. 

Gauge  ........  48^ 

Extreme  width  of  cab  .....  63 

Height,  rail  level  to  floor  plate  ...  25:^ 

,,  floor  plate  to  roof  ....  bo 


Weight  of  entire  locomotive,  10  tons  7  cwt. 

,,  ,,  motors  only,  with  wheels  and  axles,  6  tons. 


Of  the  fourteen  locomotives  first  supplied  thirteen  are  of  the 
direct-acting  type,  and  one  is  a  geared  locomotive.  Since  the 
opening  of  the  line  two  additional  locomotives  have  been  furnished 
by  Messrs.  Siemens  Brothers.  In  these  the  general  feature  of  the 
design  described  have  been  followed,  but  the  armatures  are  of 
“drum”  in  place  of  Gramme  type. 

The  efficiency  of  the  system  is  considered  in  three  stages : — the 
production  of  electric  power;  the  distribution  of  electric  power; 
and  the  reconversion  of  electrical  into  mechanical  power. 

(i.)  The  daily  consumption  of  water  for  all  power  purposes  is 
about  330,000  pounds,  evaporated  by  21  tons  of  North-country 
slack,  or  7  pounds  per  pound  of  fuel.  From  60  to  67  per  cent,  of 
the  total  steam  produced  is  absorbed  by  the  electric  generating 
engines,  consuming  about  14  tons  of  coal  per  day.  The  average 
“  load  ”  on  each  engine  is  approximately  “  230  horse-power,” 
represented  by  27*5  pounds  of  water  per  H.P.  per  hour. 

The  efficiency  of  the  engines  and  dynamos  combined  was  ascer¬ 
tained  by  indicating  the  engines  and  measuring  the  electrical 
output  at  the  terminals  of  the  dynamos,  when  working  on  a  steady 
load.  These  experiments  show  an  average  efficiency  of  available 
electrical  H.P.  against  indicated  H.P.  of — at  full  load,  78  per 
cent.;  at  three-quarters  load,  70  per  cent.;  at  half-load,  65  per 
cent. 

The  daily  consumption  of  electrical  energy  is  about  3,700 
Board  of  Trade  units,  which  are  produced  from  the  combustion 
of  14  tons  of  coal,  or  8*4  lbs.  of  North-country  coal  per  Board 
of  Trade  unit,  corresponding  to  about  7*5  lbs.  of  Welsh  coal 
per  unit. 


594 


ELECTRIC  'TRACTION. 


(2.)  The  efficiency  of  distribution  is  not  of  general  interest,  as 
it  depends  solely  upon  the  resistance  of  the  conductors.  It  is 
sufficient  to  state  that  the  average  full  load  loss  in  the  long  feeders 
running  to  Great  Dover  Street  is  57  per  cent.,  and  in  the  short 
feeders  3’5  per  cent.  Thus  the  total  loss  in  the  feeders  is  9*2 
per  cent.  The  distant  feeders  are  usually  coupled  to  a  generator- 
dynamo  working  full-compound,  while  the  home  feeders  are  con¬ 
nected  to  a  generator  working  half-compound,  and  thus  compensat¬ 
ing  for  the  loss  of  electromotive  force  in  the  feeders.  The  loss  in 
the  working  conductors  can  only  he  estimated  from  the  average 
current  in  each  section  and  the  known  resistance.  It  probably 
does  not  exceed  one  per  cent.,  making  the  total  loss  in  distri¬ 
bution  a  little  more  than  10  per  cent,  of  the  total  electrical  power 
generated.  This  represents  a  daily  expenditure  of  fuel  of  about 
1 4  tons  of  North-country  coal,  which  is  almost  the  exact  equivalent 
of  the  interest  on  ^-^7,000,  the  actual  cost  of  the  conductors. 
Thus  the  continuing  cost  of  distribution  is  a  minimum. 

(3.)  The  results  of  observations  made  with  train-loads  of  from 
35  tons  to  40  tons  show  the  electrical  efficiency  of  the  entire 
system  to  be  about  62  per  cent.  The  loss  in  the  conductors  being 
a  little  over  10  per  cent.,  the  average  electrical  efficiency  of  the 
locomotives  is  70  per  cent.  The  30  per  cent,  of  loss  includes  the 
power  absorbed  in  the  starting  resistance — probably  one-half.  The 
average  speed  of  working,  including  intermediate  stoppages,  is 
11*5  miles  per  hour,  and  of  actual  running  between  stations  13 '5 
per  hour.  The  maximum  speed  attained  between  stations  varies 
from  20  to  25  miles  per  hour.  The  weight  of  a  normally  loaded 
train  is  40  tons.  The  daily  mileage  for  the  half-year  ending 
June  30,  1892,  was  1,120;  hence  the  consumption  of  fuel  per 
train-mile  is  28  lbs.  of  North-country  coal,  equivalent  to  about 
25  lbs.  of  Welsh  coal.  This  result  compares  very  favourably 
with  the  best  results  of  American  tramway  practice,  having  regard 
to  relative  loads  and  speeds. 

The  working  expenses  for  the  four  half-years,  1891 — 1892,  are 
given  in  the  following  table  ; — 


Cost  of  Locomotive  and  Generating  Power,  City  and  South  London  Railway, 

1891 — 1892. 


CITY  AND  SOUTH  LONDON  RAILIVAY. 


595 


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596 


ELECTRIC  TRACTION. 


For  the  last  half-year,  the  total  working  cost  is  7 ‘id.  per  train 
mile.  During  the  two  years  since  the  opening  of  the  line  in 
December,  1890,  the  locomotives  ran  more  than  820,000  miles, 
having  carried  over  12,000,000  passengers.  The  yearly  mileage 
run  per  locomotive  in  regular  running  exceeds  30,000  miles. 

The  costs  of  working  the  generator  station  and  the  locomo¬ 
tives,  excluding  office  expenses,  are  given  below  separately ; 
the  cost  of  production  of  electricity,  and  the  cost  of  locomotive 
power,  or  of  utilising  the  electric  current  and  reconverting  it  into 
mechanical  power.  The  total  cost  of  the  generating  power  is 
4'59d.  per  train  mile,  and  that  of  the  locomotive  power  is  2 '3 id. 
per  train  mile. 


City  and  South  London  Railway^  :  Locomotive  and 
Generating  Power  Separately. 

Half-year  ending  December  31,  1892. 

Train  mileage  .....  214,417 

Number  of  passengers  ....  3,317,602 


Cost  of  Working  Generator  Station  excluding 


Wages  . 

Fuel 

Water  and  gas 
Oil  and  stores 
Repairs  and  renewals 


Expenses. 

£ 

d. 

1,012 

I  •  12  per  train  mile. 

2,172 

2-42  ,, 

2^2 

0-28 

368 

0-41 

321 

0-36  ,, 

4.125 

4'59  ,, 

Equivalent  to  i-56d.  per  Board  of  Trade  unit. 

Cost  of  Locomotive  Working  excluding  Office  Expenses. 

£  d. 

Wages . 1,776  I '98  per  train  mile. 

Oiland  stores  ....  89  o-io 

Repairs  and  renewals  .  .  ,  208  0-23 


2,073 


2*31 


6-90  ,, 


Total  ;,^6,i98 


CITY  AND  SOUTH  LONDON  RAILWAY, 


597 


Since  the  foregoing  results  were  produced  the  statements  of 
accounts  for  the  half-year  ending  June  30,  1893,  have  been  pub¬ 
lished.  The  revenue  expenditure  was  as  follows  : — 


Revenue  Expenditure  for  Half-year  ending  June  30,  1893. 

£  s.  d. 

Maintenance  of  Way,  Works,  and  Stations  .  452  13  i 


Locomotive  and  Generating 

Power 

•  5^876 

I 

10 

Carriage  repairs 

. 

480 

7 

3 

Traffic  expenses 

•  5>799 

16 

0 

General  charges 

1,710 

0 

5 

Passenger  duty 

24 

I 

2 

Law  charges  . 

50 

0 

0 

Rates  and  taxes 

554 

2 

3 

Compensations 

16 

18 

6 

Expenditure  . 

• 

14^964 

0 

6 

Train  miles  run  . 

. 

2T 

7,661  miles. 

Number  of  passengers 

.  3,146,656 

,,  season  tickets 

• 

299 

£ 

s.  d. 

£ 

s. 

d. 

Receipts  .  .  .  . 

21,748 

12  6 

,,  season  tickets 

709 

14  3 

22,458 

6 

9 

,,  parcels,  &c.  . 

• 

•  • 

18 

19 

8 

Total  (24'8d.  per  train 

mile) 

«  • 

22,477 

6 

5 

Expenditure  (i6'5d.  ,, 

) 

«  « 

14,964 

0 

6 

The  locomotive  and  generating  power  together  amount  to 
^5,876  IS.  lod.,  or  6'5d.  per  train  mile,  against  7*id.  for  the  pre¬ 
ceding  half-year,  ending  December  31,  1892,  already  noted. 


CHAPTER  V. 


CONTINENTAL  ELECTRICAL  RAILWAYS.— 
FLORENCE  AND  FIESOLE  RAILWAY. 

Six  Continental  Electrical  Railways. 

Mr.  Sheibner  gives  the  subjoined  table,  based  on  official 
documents,  for  the  purpose  of  comparison.  It  comprises  the 
leading  features,  working  cost,  and  performance  of  six  electric 
railways  on  the  continent.  On  the  old  Lichterfelde  line,  the 
first  in  the  table,  the  circuit  is  formed  simply  by  the  rails.  On 
the  next  four  lines,  both  the  conducting  and  contact  wires  are 
placed  overhead,  but  laterally  to  the  line,  the  current  being 
transmitted  to  the  cars  by  a  small  trolley  running  in  a  slot  along 
the  contact  wire  ;  whereas  the  Florence  line  has  the  simpler 
arrangement  of  a  central  overhead  contact  wire  and  trolley-pole. 

The  Pesth  lines  are  the  only  lines  constructed  on  the  under¬ 
ground  channel-and-slot  system,  which  is  of  necessity  very  costly 
in  construction  ;  so  much  so  that,  for  sake  of  economy,  an  ex¬ 
tension  of  the  lines  has  been  made  with  overhead  wires.  On  the 
Modling  line,  power  is  generated  by  a  locomotive  engine  of  140 
horse-power,  in  addition  to  three  small  stationary  engines  of 
15  horse-power  each.  On  the  Montreux  line,  local  water-power 
owned  by  the  company  is  utilised,  the  dynamos  being  driven  by 
two  turbines  of  120  horse-power  each.  The  average  cost  of  con¬ 
struction  of  these  two  lines  and  the  Florence  line  was  ^4,200  per 
mile  ;  the  average  working  expenditure  is  45  centimes  per  train- 
kilometre,  or  7d.  per  train-mile.  The  three  lines  Mr.  Sheibner 
takes  as  typical  examples  of  economy,  efficiency,  and  success. 


Leading  Feati^res,  Working  Cosr,  and  Performance  of  Six  Continental 

Electric  Railways,  1881—90. 


COi\77XENTAL  ELECTRICAL  RAILWAYS.  599 


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Vevey  and 
Montreux 

Buda-Pesth 

Florence 
and  Fiesole 

Opened 

in 

1 

1881 

j 

1888 

1883—5 

1884 

1889 

1890 
1890 

6oo 


ELECTRIC  TRACTION. 


The  Florence  and  Fiesole  Electrical  Railway. 

This  line  is  7*3  kilometres,  or  4J  miles,  long,  having  gradients 
up  to  I  in  i2h;  and  is  the  first  continuous  steep-grade  electric 
railway  in  Europe.  It  is  worked  on  the  overhead  system  of  con¬ 
ductors.  The  line  was  opened  throughout  in  April,  1891.  Of 
the  total  length,  52  per  cent,  is  in  curves,  down  to  59  feet  radius, 
and  is  chiefly  on  the  steep-grade  section.  The  electric  works 
are  situated  at  St.  Gervasio,  about  miles  from  Florence. 

The  general  arrangement  of  the  station,  with  engines,  dynamos, 
&c.,  is  shown  in  Fig.  346  (Plate  VII. ).  Steam 
is  supplied  from  three  return-flue  boilers. 
Fig.  347,  6*56  feet  in  diameter,  with  an  inside 
flue  I  metre  in  diameter,  to  work  three  vertical 
compound  engines  of  80  horse-power  each, 
making  225  revolutions  per  minute,  and  driving 
three  Edison  compound  dynamos.  Fig.  348 
(Plate  VII. ),  which,  at  900  turns  per  minute, 
give  no  amperes  at  500  volts,  each  dynamo 
developing  75  effective  horse-power,  or  93  per 
cent,  of  the  engine-power.  There  are,  at  least,  one  engine  and  one 
dynamo  always  kept  in  reserve.  Cardiff  coal  is  consumed  at  the  rate 
of  about  1,980  pounds  per  engine  per  day,  making  steam  of  140  lbs. 
per  sq.  in.  The  feed-water  is  heated  up  to  176°  F.  before  use. 

An  overhead  main  conductor,  consisting  of  a  covered  copper 
wire.  No.  3,  B.W.G.,  is  carried  on  poles  placed  at  a  distance  of 
from  feet  to  13  feet  from  the  centre  of  line,  and  130  feet  apart 
in  straight  sections,  and  from  80  feet  to  100  feet  in  curves.  They 
are  30  feet  high,  and  are  let  feet  into  the  ground.  In  Florence 
they  consist  of  ornamental  cast-iron  columns,  with  brackets. 
Fig.  349,  the  insulators  being  fixed  at  the  top  ;  but  in  the  open 
and  up  to  Fiesole,  timber  poles  are  used.  The  contact  wire, 
of  silicon  bronze,  5  millimetres,  or  ^-inch  thick  (No.  4,  B.W.G.), 
is  suspended  over  the  centre  of  the  way,  20  feet  above  the  level 
of  the  rails,  from  the  brackets  of  the  iron  columns  or  poles, 
when  the  line  runs  alongside  the  road ;  and  from  transverse  wires 


Fig.  347.  Fiesole 
Railway  :  Sec¬ 
tion  of  Boiler. 


Fig.  349.  Susjir  ;  Plan. 


^  FIESOLE 


[  To  face  page  600. 


Plate  VII 


Fig.  350.  Car:  Elevation. 


Fig,  351.  Cai-:Plan. 


FLORENCE 


AND  FIESOLE  ELECTRICAL  RAILWAY, 


[  To  face  page  600 


FLORENCE  AND  FIESOLE  RAILWAY.  6o  I 

hung  from  poles  on  both  sides  on  the  road,  where  the  way  is 
situated  in  the  middle  of  the  roadway.  In  curves,  the  contact 
wire  is  kept  in  position  by  diagonal  wires  as  well.  The  current  is 
transmitted  by  the  main  conductor  to  the  contact  wire  in  sections 
of  about  130  feet;  with  two  subsidiary  conductors  connected  with 
the  main  conductor,  between  St.  Gervasio  and  Fiesole.  From 
the  overhead  wires  the  current  passes  through  the  trolley  and 
motors  of  the  car  to  the  rails,  which  form  the  return-circuit.  To 
insure  perfect  continuity  of  the  circuit,  the  rails  are  connected  at 
each  joint  by  a  copper  wire  fixed  to  small  iron  pins  which  pass 
through  the  flanges  of  the  rail.  Earth-plates  are  not  used. 

The  small  trolley  wheel  is  2  inches  in  diameter,  and  it  runs 
along  the  lower  surface  of  the  contact-wire  carried  on  a  tubular 
pole  15  feet  high,  2  inches  in  mean  diameter,  which  has  a  lateral 


Figs.  352,  353.  Fiesole  Railway  :  Trolley  Pole. 


play  of  3  feet,  and  a  vertical  play  of  10  feet,  and  is  reversible,  its 
lower  end  being  fitted  to  a  channel-iron  riveted  to  the  centre  of 
the  roof  of  the  car  (Figs.  350,  352,  and  353).  When  the  train  is  in 
motion  in  one  direction,  the  trolley  pole  is  inclined  in  the  opposite 
direction  at  an  angle  of  about  40°,  projecting  beyond  the  back 
platform,  and  brought  under  the  control  of  the  guard  by  means  of 
a  loose  cord  suspended  from  it. 

Each  car.  Figs.  350,  351,  carries  two  motors,  of  which  the  arma¬ 
tures  consist  of  twenty-eight  spirals  of  *64  ohm.  resistance  each, 
the  maximum  efficiency  being  90  per  cent.,  less  25  per  cent, 
due  to  loss  by  gearing.  They  are  suspended  between  the  car- 


602 


ELECTRIC  TRACTION. 


axles  and  a  transverse  channel-iron  riveted  to  the  frame.  The 
motion  is  transmitted  to  the  car-wheels  by  toothed  gearing, 
Fig.  354,  in  the  ratio  of  i  to  12.  The  dimensions  are  given 
in  the  following  tablet.  The  smaller  wheels  of  each  pair  are 
of  bronze,  in  view  of  the  greater  stress  on  steep  inclines.  They 
are  encased  in  metal  boxes. 


Pinion. 

Dimensions  of  teeth. 

Diameter  at 
pitch  line. 

1 

Depth. 

Width. 

Length. 

No. 

IMillimetres. 

Millimetres. 

^Millimetres. 

Millimetres.  , 

I 

10 

7-5 

95 

100 

2 

10 

7-5 

95 

400  1 

3 

15 

I0‘0 

100 

140 

4 

15 

lO'O 

100 

420 

The  motors  are  placed  immediately  under  the  floor,  as  in 
Fig-  351-  They  are  of  the  Sprague  type,  and  they  have  three 
conductors  which  can  be  coupled  in  seven  different  ways,  by 


-  2.4  rr.o-i 


Fig.  354.  Fiesole  Railway  : 
Car.  Gearing  of  Motor. 


Fig.  355-  Fiesole  Rail 
way  :  Regulator  of  Car. 


means  of  the  regulator.  Fig.  355,  on  the  platform — so  varying  the 
speed.  The  motors  are  tested  to  develop  up  to  20  horse-power 
each,  or  40  horse-power  for  both  ;  which  at  736  volt  amperes  per 
horse-power,  and  a  potential  of  500  volts,  is  equal  to  60  amperes, 
derived  from  the  main  conductor,  and  represents  (40  x  75=) 


FLORENCE  AND  FIE  SOLE  RAILIVAY. 


603 


3000  metre-kilogrammes,  less  25  per  cent,  for  friction  by  gearing,  or 
2250  metre-kilogrammes,  equal  to  or  30  effective  horse-power. 
The  effective  powers  required  on  the  three  sections  into  which  for 
convenience  the  line  is  divided,  at  the  regulation  speeds  of  14,  10, 
and  8  kilometres  per  hour,  are  respectively  4, 16,  2ohorse-poweronly. 

The  cars  are  14.4  feet  long,  or  20  feet  long  including  the  end 
platforms,  8^  feet  wide  outside,  seated  for  24  passengers.  The 
total  height  is  10  feet  above  the  rails.  The  wheel-base  is  6  feet 
long.  The  weight  empty  is  5  tons ;  full,  7  J  tons.  The  body  of 
the  car  rests  on  four  vertical  springs.  Curves  of  14  metres  and 
12  metres  can  be  passed  with  perfect  safety.  Each  platform 
is  fitted  with  a  regulator  disk,  a  sand- valve  handle,  a  mechanical 
chain-brake,  and  an  electric  safety-brake.  The  roof  is  10  feet 
below  the  contact-wire. 

The  cost  of  construction  was  as  follows  : — 

£ 

Works,  way,  sidings,  buildings,  stations,  and  accessories  13,000 
Three  boilers  and  three  engines,  of  80  horse-power  each  4,000 
Electric  plant,  three  dynamos,  twelve  car-frames,  with 

motors,  wires,  &c.  .......  9,000 

Twelve  passenger-cars  .......  1,000 

Telephone  and  sundries  ......  1,000 

28,000 

Or  at  the  rate  of  ;^6,i44  per  mile. 


The  working  expenditure,  based  on  an  average  of  375  car- 
miles  run  per  day,  is  as  follows  ; — 


i 

Lire  per  day. 

Pence  per 
car-mile. 

Traffic  (guards,  inspectors) 

38 

0‘96 

Maintenance  ..... 

27 

0’68 

Motive  power,  including  car  drivers 
Depreciation  and  renewals  of  boilers, 
electric  plant,  cars,  line 

1 10 

2 '80 

00 

2‘08 

General  charges 

41 

^  Total  lire  .... 

297 

7-58 

6o4 


ELEOTRIC  TRACTION. 


Mr.  Sheibner  estimates  that  if  instead  of  by  electricity,  the  line 
were  worked  by  eight  ordinary  1 6-ton  locomotives,  or  by  eight 
1 2-ton  combined  adhesion  and  rack  engines,  the  total  cost  of 
construction  would  have  been  as  follows  : — 


Works 

Adhesion. 

£ 

.  13,000 

Adhesion  and  rack. 
£ 

13,000 

Rack,  27  kilometres 

« 

— 

4,000 

Eight  engines  . 

. 

5,000 

8,000 

Twelve  carriages 

.  2,400 

2,400 

Sundries  . 

- 

1,000 

1,000 

21,400 

28,400 

The  expenditure  per  day  of  one  of  these  engines,  running  loo 
kilometres  or  6o  miles  per  day,  is  : — 

Lire. 

Fuel,  600  kilogrammes,  40  lire  per  ton  .  .  24 

Oil  and  repairs  .......  6 

Driver  and  stoker  ......  9 


Total 


33  =  ;^i*32 


IS 


Hence,  for  six  engines  running,  with  two  in  reserve,  the  cost 

214  X 100 


214  lire  per  day= 


35.7  centimes  per  train- 


600  kilos. 

kilometre,  or  5.46  pence  per  train-mile,  which  is  nearly 
double  the  cost  for  electric  motive  power. 


CHAPTER  VI. 


THE  LIVERPOOL  OVERHEAD  RAILWAY. 

This  railway^'  is  6;V  miles  in  length,  of  which  5|-  miles  are  now 
worked  (March,  1894).  Thirteen  stations  are  in  use,  and  four 
are  to  be  added.  The  gradients  are  easy,  excepting  two  short 
gradients  of  i  in  40,  under-crossing  a  coal  line.  The  sharpest 
carves  are  of  7  chains  radius.  The  line  is  carried  on  cast-iron 
columns,  of  which  the  normal  span  is  50  feet,  with  bow-string 
lattice  and  plate  girders. 

The  way  consists  of  flat-bottomed  steel  rails,  weighing  56  lbs. 
per  yard,  fixed  on  longitudinal  timbers  which  are  held  down  to 
the  floor  by  iron  lugs  riveted  on  to  it,  and  oak  keys.  Figs.  356, 
357.  On  the  curves  these  timbers  vary  in  thickness  according 
to  the  necessary  super-elevation  of  rail.  The  rails  are  fixed  by 
spikes  and  fang-bolts,  special  care  being  taken  in  fixing  them  to 
avoid  metallic  contact  with  the  main  structure.  The  electrical 
conductor,  which  consists  of  a  steel  bar  4  square  inches  in  section, 
of  I  I  form,  is  placed  midway  between  the  rails  of  each  line, 
and  is  carried  on  porcelain  insulators  supported  by  cross-timbers. 
The  joints  are  provided  with  copper  connections,  and  since  the 
return  current  is  brought  back  through  the  rails,  a  bent  iron  bond 
riveted  through  the  web  of  the  rails  is  fixed  at  each  fish-joint. 
Cables  laid  under  ground  from  the  railway  to  the  generating- 

*  See  a  paper  on  “  The  Liverpool  Overhead  Railway,”  by  Messrs. 
J.  H.  Greathead,  Francis  Fox,  and  Thomas  Parker,  in  the  Minutes 
of  Proceedings  of  the  Institiction  of  Civil  Engineers,  vol.  cxvii., 
1893  -94. 


6o6 


ELECTRIC  TRACTION. 


Station,  a  distance  of  6o  yards,  connect  the  conductors  and  the 
rails  with  the  dynamos. 

One  train  consists  of  two  carriages,  each  45  feet  long  and 
8^  feet  wide,  on  two  bogies,  32  feet  apart  from  centre-pin  to 
centre-pin,  with  2-feet  9-inch  wheels,  7-feet  wheel-base  and  pressed 
steel  frames.  The  carriages  are  all  exactly  alike  and  contain 
accommodation  for  sixteen  first-class  and  forty-one  second-class 
passengers  in  each  carriage,  with  three  side  doors  and  a  passage 
from  end  to  end.  The  first-class  passengers  are  at  one  end  of  the 


Fig.  356. — Liverpool  Overhead  Railway  ;  Section  of  Conductor  Crossing. 


carriage,  and  the  driver’s  box  with  switches,  etc.,  is  at  the  other. 
When  the  two  carriages  are  coupled  together  to  form  a  train,  the 
driver’s  boxes  are  at  the  extreme  ends  and  the  two  first-class  com¬ 
partments  consequently  together  in  the  middle  of  the  train.  A 
small  door  through  the  contiguous  ends  of  the  carriages  enables 
the  guard  or  attendant  to  pass  from  end  to  end  of  the  train. 

The  motors,  one  at  each  end  of  the  train,  are  controlled  from 
either  end ;  the  driver,  of  course,  always  travelling  at  the  front 
end  of  the  train  and  changing  ends  upon  arrival  at  a  terminus, 
carrying  with  him  a  key  without  which  the  motors  cannot  be 


LIVERPOOL  OVERHEAD  R ALLWAY. 


607 


operated.  In  a  train  thus  arranged  one  driver  and  one  conductor 
constitute  the  train  staff,  the  guard  as  well  as  the  driver  having  it 
in  his  power  to  cut  off  the  current  from  the  motors  and  to  apply 
the  brakes. 

The  trains  are  fitted  with  the  Westinghouse  automatic  brake, 
deriving  its  supply  of  compressed  air  from  a  reservoir  on  the  train. 
The  reservoir  has  a  capacity  sufficient  for  two  complete  journeys 
and  is  recharged  each  journey  from  a  receiver  placed  at  the 
terminus  at  the  north  end  of  the  line. 

A  hand-brake  is  also  provided  at  each  end  of  the  train. 


tiG.  357. — Liverpool  Overhead  Railway:  Bogie  with  Armature. 

Transverse  section. 


The  generating-station,  Plate  VIII.  (Figs.  358,  359),  is  under 
the  arches  of  the  coal-railway  of  the  Lancashire  and  Yorkshire 
Railway  Company  at  Wellington  Dock.  The  coal,  bituminous 
slate,  is  here  tipped  direct  from  the  railway  trucks  into  large 
hoppers  placed  over  the  boilers,  and  is  distributed  by  means  of  a 
conveyor  to  the  shoots  of  the  Vicars  mechanical  stokers  with 
which  the  furnaces  are  fitted.  There  is  thus  no  handling  of  the 
coal.  Water  from  the  adjacent  dock  is  used  for  condensing,  and 
the  town  water  for  the  boilers. 

The  boilers  are  of  the  double-flue  Lancashire  type  with  cross 
tubes  ;  they  are  of  steel,  6  in  number,  each  8  feet  in  diameter  by 
30  feet  long,  with  a  working-pressure  of  120  lbs.  per  square  inch, 


6o8 


ELECTRIC  TRACTION. 


and  Green  economisers  in  duplicate  are  fixed  in  the  main  flues. 
The  steam  and  feed-pipe  ranges  are  also  in  duplicate.  The 
engines  are  four  in  number,  each  consisting  of  a  pair  of  horizontal 
compound  condensing  engines,  built  by  Messrs.  Musgrave  &  Co. 
of  Bolton,  who  contracted  with  the  Electric  Construction  Corpora¬ 
tion  to  supply  the  engines  and  boilers  complete,  and  with  the 
Company  to  erect  the  chimney  shaft  (165  feet  high),  foundations 
of  boilers,  engines,  etc.  The  high-pressure  cylinders  are  15^ 
inches,  and  the  low-pressure  31  inches  in  diameter,  with  a  stroke 
of  36  inches,  fitted  with  Corliss  valves  driven  by  Trip  gear,  acted 
on  directly  by  the  governor.  Each  engine  will  develop  400  EH.P. 
at  100  revolutions  per  minute  with  120  lbs.  boiler-pressure.  All 
the  engines  exhaust  to  one  condenser  of  the  tubular  surface  type. 
The  centrifugal  circulating  pump  and  air-pumps  are  driven  by  a 
Musgrave  “  No-dead-centre  ”  vertical  compound  engine,  and  the 
condensing-plant  is  in  duplicate. 

Each  engine  drives  an  Elwell-Parker  dynamo,  from  which  the 
current  is  conveyed  north  and  south  along  each  line  of  the  railway 
by  the  steel  conductor  already  described.  Hinged  collectors  of 
cast  iron,  sliding  upon  this  conductor,  the  upper  surface  of  which 
is  about  f  inch  higher  than  rail  level,  allow  the  current,  when 
required,  to  pass  through  the  motors  and  to  return  by  the  wheels 
and  the  rails  to  the  dynamos.  At  the  crossings  the  conductor  is 
bent  to  form  wings  parallel  to  the  rail  to  be  crossed,  in  the  same 
way  as  is  usually  done  at  rail  crossings. 

The  empty  train  weighs  31  tons  2^  cwt.,  of  which  the  electrical 
equipment  for  locomotion  weighs  6  tons  7  cwt.  With  all  seats 
occupied  by  passengers,  the  total  weight  is  about  38  tons  6  cwt., 
but  on  occasions  the  standing-room  in  the  train  is  also  fully  occu¬ 
pied,  bringing  the  weight  to  perhaps  50  tons.  The  weight  of 
locomotive  equipment  is  thus  about  125  lbs.  per  passenger,  and 
about  20  per  cent,  of  the  total  weight  of  the  train  with  all  seats 
occupied,  each  passenger  being  taken  at  140  lbs.  weight.  A  com¬ 
parison  of  these  figures  with  those  of  trains  on  other  railways  using 
electric  and  steam-locomotives  is  given  in  the  next  table : — 


Plate  VIII 


Plate  VIII 


Fig.  358.  Elevation. 


ScaJ.^y 

}Z  '  O _ 


Fig.  359.  Plan. 

RAILWAY:  GENERATING 


LIVERPOOL 


OVERHEAD 


STATION 


\_To  face  page  608 


LIVERPOOL  OVERHEAD  RAILIVAY. 


609 


Comparative  Weight  and  Passengers  of  Electric 
AND  Steam  Conveyance. 


Electric 

Motors. 

Electric 

Locomo- 

Steam  Locomotives. 

tives. 

Liverpool 

Overhead 

Railway. 

City  and 
South 
London 
Railwav. 

Manhatta 
Railway, 
New  York. 

Gt.  Northern 
Railway, 
Suburban 
Train. 

Weight  of  motors  or  loco-  ) 
motive  .  .  .  j 

T.  C.  Q. 

T.  C.  Q. 

T.  C.  Q. 

T,  C.  Q. 

0 

0 

10  7  0 

23  4  0 

53  10  0 

Number  of  passenger-^ 
seats  in  train  .  .  ( 

II4 

96 

230 

414 

Weight  of  motors  or  loco-  j 

motive  per  passenger,  > 
in  lbs.  .  .  .  ) 

^25 

241 

217 

290 

Weight  of  full  train  (all  ( 

T.  C.  Q. 

T.  C.  Q. 

T.  C.  Q. 

T.  C.  Q. 

seats  occupied)  .  .  j 

Weight  of  motors  or  loco-  \ 

38  5  2 

37  7  0 

104  I  0 

188  II  0 

motive  relatively  to  j 
weight  of  full  train,  ex  > 
motors  or  locomotives,  i 
per  cent.  .  .  .  / 

20 

38 

29 

40 

Average  weight  of  empty  ) 

carriages  {ex  motors)  ( 
per  passenger  seat,  i 
in  lbs.  .  .  .  ) 

00 

490 

615 

590 

Weight  of  full  train  per  ) 

752 

871 

972 

1.020 

passenger,  in  lbs.  .  ) 

For  the  generating-plant  there  are  four  dynamos  of  the  double 
limb  type,  each  having  a  normal  output  of  475  amperes  at  500 
volts,  at  420  revolutions  per  minute,  or  say  1,200  electric  H.P. 
in  all.  The  arrangement  of  the  generating-plant  is  shown  in 
Plate  VIII.  The  dynamos  are  formed  with  a  magnetic  circuit 
above  and  below  the  armature,  the  poles  being  cut  through  hori¬ 
zontally  along  the  centre  line  to  allow  the  upper  part  to  be  lifted 
readily.  They  are  shunt-wound,  of  drum  ”  type,  with  stranded 
conductors.  The  resistance  of  the  armature  is  o'oi  ohm,  and 
that  of  the  shunt  is  75  ohms,  the  electrical  efficiency  of  the 
machines  being  97*7  per  cent.  The  armature  and  shaft  weigh 

R  R 


6io 


ELECTRIC  TRACTION. 


3  tons,  and  the  complete  machines  21^  tons  each.  Each  dynamo 
is  driven  by  nineteen  i^-inch  cotton  ropes,  from  a  horizontal 
compound  engine,  indicating  400  H.P.  at  full  load. 

The  armature-shaft  carries  a  half-coupling  by  which  it  is  con¬ 
nected  to  the  pulley-shaft,  which  runs  between  two  bearings ;  the 
armatures  can  thus  be  easily  removed  without  disturbing  the 
pulley  and  ropes.  The  dynamos  are  built  on  lines  sufficiently 
massive  to  be  capable  of  producing  a  much  greater  output  than 
the  normal  for  a  short  period  without  injury.  They  can  check 
the  engines  in  the  event  of  too  heavy  a  call  being  made  upon 
them,  and  so  prevent  any  serious  damage  occurring  to  them,  in 
case  of  a  continuous  short-circuit  on  the  line. 

The  current  from  each  dynamo  is  connected  to  common  omni¬ 
bus  bars  through  an  ammeter  and  automatic  magnetic  cut-out,  so 
that  all  can  work  in  parallel.  These  cut-outs,  which  protect  the 
generating  plant,  are  also  used  as  switches,  and  are  thus  always 
kept  in  working  order.  A  similar  form  of  switch  is  used  on  the 
cars,  and  the  guard  can,  independently  of  the  driver,  by  applying 
the  brakes,  cut  the  current  off  the  motors,  and  bring  the  train  to 
a  standstill.  From  the  omnibus  bars  the  current  passes  through 
a  main  magnetic  cut-out  (adjusted  to  break  circuit  with  a 
current  of  3,000  to  4,000  amperes)  to  the  centre  conductor, 
from  which  the  moving  trains  collect  their  current,  by  four 
fi  “  Callender  ”  lead-sheathed  and  steel-armoured  cables  laid 
under  the  road  between  the  generating-station  and  the  overhead 
structure. 

The  main  conductor  is  of  steel,  4  square  inches  in  section, 
as  already  stated,  rolled  in  lengths  of  32  feet  6  inches,  and 
weighs  about  40  lbs.  per  lineal  yard.  It  is  supported  between  the 
main  rails  on  wooden  cross-sleepers  and  rests  on  porcelain  insu¬ 
lators.  The  steel  channel  is  not  rigidly  attached  to  the  insulators  in 
any  way,  and  is  supported  by  them  at  every  7  feet  6  inches,  except 
where  joints  occur  in  the  conductor,  in  which  cases  the  insulators 
are  2  feet  6  inches  apart.  The  lengths  of  conductor  are  electri¬ 
cally  connected  by  flexible  copper  straps.  There  are  no  feeders, 
and  the  return  circuit  is  through  the  rails,  which  are  united  by 


LIVERPOOL  OVERHEAD  RAILWAY.  6ll 

wrought-iroii  bonds  riveted  to  the  web  and  bridging  across  the 
fish-plates.  All  four  rails  are  cross-bonded  at  the  stations,  but 
are  insulated  from  the  structure  by  longitudinal  sleepers.  They 
weigh  56  lbs.  per  lineal  yard.  The  return  circuit  has  thus  a  sec¬ 
tional  area  of  approximately  22  square  inches.  At  each  station 
there  is  a  cross-over  road,  and,  in  order  to  surmount  the  difficulty 
of  carrying  the  charged  conductor  past  the  main  rails  at  these 
points,  it  was  broken,  and  each  end  was  bent  parallel  to  the  main 
rail  for  some  distance  on  each  side  of  it,  being  electrically  con¬ 
nected  under  the  rail,  and  fixed  f  inch  above  it.  The  collectors 
on  the  car  were  made  wide  enough  to  bridge  across  the  gap  thus 
formed  without  breaking  the  circuit. 

Each  car  is  an  independent  unit,  having  a  motor  built  with  the 
armature  direct  upon  the  front  axle  of  each  bogie,  on  Mr.  Eicke- 
meyer’s  system  (Figs.  360,  361).  The  magnets  are  maintained 
in  correct  relation  to  the  armature-axle  by  two  cast-iron  flitch- 
frames,  carried  by  forged  extensions  of  the  magnet-yokes.  The 
weight  of  the  magnets  is  taken  off  the  axles  by  means  of  adjust¬ 
able  springs  suspended  from  the  bogie-frame  and  attached  to 
brackets  at  each  end  of  the  motor.  To  retain  the  magnets  in  a 
correct  horizontal  position,  a  lever-arm  projects  from  the  inside  end 
of  the  motor,  and  is  attached  on  the  bogie-truck  beyond  the  bolster 
by  rubber  spring  pads,  top  and  bottom.  The  motors  are  series- 
wound,  and  develop  40  H.P.  for  any  length  of  time  without  undue 
heating.  The  armature-resistance  is  o’dy  ohm,  and  that  of  the 
field-magnet  coils  is  0*37  ohm.  The  tractive  force  of  each  motor 
at  the  rim  of  the  wheels  (2  feet  9  inches  in  diameter)  with  100 
amperes  exceeds  1,450  lbs.  (about  87  lbs.  per  ton  of  train).  The 
weight  of  each  motor  with  its  axle,  without  the  wheels,  is  3  tons, 
and  that  of  the  motor-truck  complete  is  5  tons  7  cwt. 

According  to  the  results  of  tests  at  the  generating-station,  the 
mean  efficiency,  or  ratio  of  E.H.P.  to  I. H.P.  was  88  per  cent. 
The  tests  lasted  over  3^  hours;  the  coal  consumed  was  4,032  lbs. 
Total  E.H.P.  hours,  1,195;  coal  per  E.H.P.  hour,  3-37  lbs.;  coal 
per  I. H.P.  hour,  2‘96  lbs. 

The  power  absorbed  by  a  train  during  an  experimental  run 

R  R  2 


6I2 


ELECTRIC  TRACTION. 


covering  the  length  of  line  at  present  open  (5^  miles)  in  twenty- 
four  minutes  fifty-seven  seconds,  with  intervals  of  twenty-five 
seconds  stoppage  at  the  stations,  or  an  average  running  speed  of 
15-1  miles  per  hour.  Also  during  one  journey  performed  in 


Figs.  360,  361. — Liverpool  Overhead  Railway;  Bogie  with  Armature. 

Elevation  and  Plan. 


twenty-three  minutes  forty-seven  seconds,  or,  at  the  rate  of  i6‘t 
miles  per  hour. 

The  particulars  of  these  trials  are  given  below  ; — 

March  5TH,  1893.  First  Journey. 

Herculaneum  to  Alexaiidra  {returji).  One  train  on  line. 

Loaded  with  8  tons  (iron  weights). 

Total  time  on  journey,  24  minutes  57  seconds. 


LIVERPOOL  OVERHEAD  RAILWAY. 


613 


Total  time  current  is  on  car,  17  minutes  7  seconds. 

,,  ,,  train  is  standing,  4  minutes  35  seconds. 

Total  distance  run,  9,030*4  yards  =  5  miles  230  yards,  say  5^  miles. 
Average  speed  while  running,  15  miles -per  hour. 

,,  ,,  including  stops,  12*3  miles  per  hour. 

Average  current  per  train  while  running,  82*7  ^amperes,  including 


stop,  67*3  amperes. 

electrical  H.P.  per  train  while  running,  54*4  electrical  H.P., 
including  stop,  44*4  electrical  H.P. 
electromotive  force,  485*2  volts  on  car. 

March  5TH,  1893.  Second  Journey. 


Herctclaneiun  to  Alexandra  {return).  One  train  on  line. 

Loaded  with  8  tons  (iron  weights). 

Total  time  on  journey,  23  minutes  47  seconds. 

,,  ,,  current  is  on  car,  15  minutes  18  seconds. 

,,  ,,  train  is  standing,  4  minutes  40  seconds. 

,,  distance  run,  9,030*4  yards,  say  5^  miles. 

Average  speed  while  running,  16*1  miles  per  hour. 


,,  including  stops,  13  miles  per  hour, 
current  per  train  while  running,  90*8  amperes,  including 
stops,  73  amperes. 

electrical  H.P.  per  train  while  running,  57*1  electrical  H.P., 
including  stops,  46  electrical  H.P. 
electromotive  force  on  car,  484  volts. 


The  weight  of  a  car  complete  without  passengers  is  15J  tons. 
For  the  test  each  car  was  loaded  with  4  tons,  making  the  total 
weight  of  the  train  39  tons.  The  average  power  absorbed  was 
44*4  E.H.P.  at  15*1  miles  per  hour,  and  46  E.H.P.  at  16*1  miles 
per  hour. 

The  quantity  of  coal  consumed  for  all  purposes  per  train-mile 
was  : — 


April  . 
May  . 
Tune  . 
July  . 

August 


Lbs. 

25*16 

20*03 


i8*97 

18*27 

i6*95 


September 


17*20 


6i4 


ELECTRIC  7R ACTION. 


The  composition  of  the  coal,  Lancashire  small  slack,  was  as 
follows  : — 


Per  Cent. 

Fixed  Carbon . 70*08 

Volatile  Hydrocarbon  ....  16*47 

Sulphur . 1*92 

Moisture  .  .  .  .  .  .  3*01 

Ash . .  .  8*51 


Its  calorific  value  is  approximately  75  per  cent,  of  that  of  best 
Welsh  coal.  The  price  of  the  slack  which  was  used  until  the 
latter  part  of  August  was  5s.  rod.  per  ton,  but  since  that  date, 
owing  to  the  strike  in  the  coal  trade,  coal  has  been  procured  from 
various  sources  at  price  ranging  up  to  17s.  6d.  per  ton. 


Cost  of  Working  on  Liverpool  Overhead  Railway, 
INCLUDING  Lighting  of  Stations  and  Signals. 


Pence  per  Train-Mile. 


July. 

August. 

Sept. 

Supervision  ..... 

0*416 

0*416 

0*416 

Generating-Station,  Wages  . 

0*618 

0*590 

0*628 

Drivers’  Wages  .... 

1*076 

1*043 

1*058 

Coal  ...... 

0*589 

0*718 

1  *230 

Oil,  Waste,  Grease 

0*140 

0*139 

0*129 

Water  ...... 

0*010 

0*013 

0*015 

Stores  and  Sundries 

0*049 

0*105 

0*115 

Cleaning  and  Repairs,  &c.,  )  Wages 

0-545 

0*521 

0-539 

at  the  Car-Shed  j  Material 

0*284 

0*430 

0*221 

Total 

3*727 

3-975 

4*351 

Allowance  for  Signals  and  Lighting 

0*286 

0*271 

0*276 

Cost  of  Running  .... 

3-44^ 

3-704 

4*075 

Train  Mileage  .... 

0 

39.250 

41.430 

40,640 

CHAPTER  VII. 

THE  ROUNDHAY  {LEEDS)  ELECTRIC  TRAMWAY. 

This  line  is  an  example  of  the  Thomson-Houston  system.  The 
most  distinctive  feature  of  the  installation  is  the  fact  that  it  is 
carried  out  entirely  in  accordance  with  current  American  practice, 
and  it  is  interesting  to  see  how  far  that  practice  is  applicable  to 
English  conditions.’^'  Although  the  line  meets  with  the  approba¬ 
tion  of  the  residents  of  the  district,  the  use  of  single-decked  cars 
of  the  American  type,  seating  only  twenty-two  passengers  each, 
proves  to  be  a  mistake.  Double-decked  cars  might  be  used 
without  difficulty,  but  at  the  time  the  line  was  constructed  these 
were  not  procurable  in  time,  and  their  importance  was  not 
recognised. 

The  line,  which  covers  about  three  miles  of  ground,  is  more  or 
less  a  suburban  one,  starting  about  a  mile  from  the  centre  of  Leeds, 
and  running  out  to  Roundhay  Park.  It  is  nearly  straight,  with 
the  exception  of  the  Park  end,  where  there  is  a  balloon  loop, 
which  avoids  changing  the  direction  of  the  cars  at  that  end.  This 
arrangement  was  made  originally  for  steam-trams,  and  is  not  at  all 
essential  for  the  electric  system.  There  are  two  miles  of  double 
track  and  a  branch  line  of  a  mile  and  a  quarter  of  single  track, 
with  passing  places,  making  a  total  of  miles  of  track.  The 
maximum  gradient  (of  which  there  are  two  instances,  each  about 
a  quarter  of  a  mile  long)  is  i  in  20.  There  are  several  other 

*  For  the  materials  of  this  Chapter,  the  Author  is  indebted  to  Mr. 
J.  E.  Winslow,  the  Managing  Engineer  of  the  line. 


ELECTRIC  TRA CTION, 


6l  6 

less  gradients;  in  fact,  the  line  is  practically  a  continuous  gradient 
from  the  city  terminus  to  the  park. 

The  permanent  way — which  was  constructed  by  the  Leeds 
Corporation  several  years  previously  to  its  adaptation  to  present 
purposes — consists  of  a  98-lb.  girder  rail  of  standard  section,  laid 
on  a  bed  of  concrete  9  ins.  thick,  extending  from  curb  to  curb. 
The  metals  are  held  to  gauge  by  iron  tie  bars  at  short  intervals. 
The  joints  rest  upon  iron  sole  plates.  This  line  has  been  in  use 
for  nearly  three  years  with  electric  traction,  and  for  several  years 
previously  with  steam  traction.  The  repairs  have  been  nominal. 
The  electric  system  was  installed  by  the  Thomson-Houston 
International  Electric  Company  in  accordance  with  their  standard 
practice. 

A  diagrammatic  sketch  which  shows  the  circuit  as  in  use  has 
already  been  given  in  Fig.  340  (p.  562),  and  the  description 
accompanying  that  sketch  (p.  561)  may  be  referred  to  with 
advantage.  Here  it  will  be  sufficient  to  say  that  the  current 
passes  out  from  the  dynamo  along  the  trolley  wire  to  the  car,  and 
thence  passing  through  the  car  and  motors  returns  by  the  rail  to 
the  dynamo. 

The  electric  connections  of  the  rails  are  shown  in  Fig.  362. 
There  is  a  tinned  copper  wire,  *34  inches  in  diameter,  laid  between 
the  metals  on  each  track.  At  the  joints  a  smaller  copper  wire  is 
keyed  to  each  rail  by  the  peculiar-shaped  pin  shown  in  the  sketch  ; 
this  wire  is  soldered  to  the  main  return  wire,  and,  as  will  be  seen, 
each  rail  is  connected  twice  to  this  main  return. 

The  overhead  construction  is  upon  what  is  known  as  the  cross¬ 
suspension  method — that  is,  steel  poles,  as  shown  in  Fig.  363,  are 
set  6  feet  into  the  ground  on  the  curb  at  each  side  of  the  road, 
and  a  steel  wire  stretched  between  the  two  poles.  These  poles  are 
set  in  concrete  to  make  them  as  rigid  as  possible.  From  the  steel 
wire  is  suspended  a  trolley  wire,  which  is  of  hard-drawn  copper 
wire  of  *34  inches. 

A  very  good  idea  of  the  way  this  method  of  suspension  looks 
in  practice  will  be  gathered  from  Fig.  364  (Plate  IX.),  which  is 
taken  irom  a  photograph  of  the  single-branch  line.  The  details 


ROUNDHAY  ELECTRIC  TRAMWAY. 


617 


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.  362.  Diagram  showing  Electric  Connections  of  Rails  (Thomson-Houston  system). 


6i8 


ELECTRIC  TRACTION. 


of  this  suspension  are  shown  in  Fig.  365,  the  car,  e,  being 
soldered  to  the  trolley  wire,  d.  The  insulators  c  and  a  are  of 
hard  rubber,  and  their  position  may  be  seen  in  the  upper  part 
of  the  sketch,  f  and  b  are  the  cast-iron  hangers 
^  which  hold  the  insulator  in  place.  These  are  of 

different  forms  for  different  line  construction,  f 
being  used  in  the  curve,  and  b  on  the  straight  line 
only. 


Fig.  366  is  the  section  of  the  top  of  one  of 
the  steel  poles,  showing  the  method  of  insulation, 
A  being  a  wooden  plug  driven  into  the  top  of  the 
pole.  This,  as  will  be  seen,  gives  double  insulation 
all  over  the  line. 

Figs,  367  and  368  show  the  devices  used  for 
making  the  trolley-wheel  follow  the  car  on  a  branch 
line  or  turn  out.  They  are  usually  designated  as 
“  frogs.”  These  are  set  slightly  out  of  the  centre 
of  the  track,  so  that  when  the  switch  in  the  per¬ 
manent  way  sends  the  car  on  to  the  branch  line 
the  trolley-wheel  is  dragged  to  one  side  and  follows 
the  desired  wire. 

The  cars  now  in  work  (July,  1894)  are  six  in 
number,  and  are  of  the  standard  American  pat¬ 
tern,  seating  22  passengers  each.  They  make  a 
run  of  no  miles  a  day  each,  and  upon  Satur¬ 
days,  Sundays,  and  holidays  two  trail  cars  are 
also  run,  each  seating  46  passengers,  the  motors 
being  of  ample  power  to  draw  this  additional 


Fig.  363.  Steel  loud. 

pole  for  Over-  Each  car  is  equipped  with  two  single-reduc- 
heacl  Installa-  .  ,  r  t-t  -r.  i  •  x-.- 

tion.  tion  motors,  each  01  15  H.P.,  as  shown  m  Fig. 

369.  Fig.  370  will  give  a  better  idea  of  the 

details.  The  following  particulars  will  be  of  interest : — 


Weight  of  motor,  without  gear  or  gear  cover  .  2,060  lbs. 

armature,  with  pinion  .  .  .  484  ,, 

,,  one  field-spool . 128  ,, 


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library 

OF  THE 

UNIVERSITY  of  ILLINOIS. 


1 


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ROUNDHAY  ELECTRIC  TRAMWAY, 


Fig.  365.  Details  of  Trolley- wire  Suspension. 


Fig.  366.  .Section  of  Top  of  Steel  Pole. 


620 


ELECTRIC  TRACTION. 


Weight  of  one  pole-piece  .....  270  lbs. 

,,  frame,  including  nose'i^iece  .  .  693  ,, 

,,  axle  gear  .  .  .  .  .  .  215  ,, 

Number  of  teeth  in  gear  .....  67 

„  „  in  pinion  .  .  .  .  .  14 

Pitch  diameter  of  gear  .....  23^  in. 

„  in  pinion . 4f  ,, 

Speed  reduction  .......  478 


The  motors  are  series-wound,  but  are  in  parallel  with  reference 
to  each  other.  In  running  the  car,  the  speed  is  regulated  by 
means  of  a  rheostat,  as  shown  in  Fig.  371.  This  is  composed  of 
thin  plates  of  iron  insulated  from  each  other  with  mica.  As  will 


ROUND  HAY  ELECTRIC  TRAMWAY. 


62  I 


Fig.  370.  Details  of  Single-reduction  Motor. 


622 


ELECTRIC  TRACTION. 


be  seen,  it  is  in  the  form  of  a  semi-circle,  and  is  exceeding  com¬ 
pact  for  the  amount  of  resistance  which  it  contains.  It  is  operated 
by  steel  cable,  which  passes  round  the  drum  and  goes  to  the  con¬ 
troller  stand  (Fig.  372)  at  each  end  of  the  car.  These  controller 
stands  are  fitted  with  sprocket-wheels  and  chain,  which  are 
attached  to  the  ends  of  the  cables  passing  round  the  drum  ;  by 
this  method  the  amount  of  resistance  is  regulated  by  the  man  in 

charge.  The  direction  of  the  car  is  changed 
by  means  of  the  reversing  switch,  b,  in  Fig. 
371,  this  being  controlled  in  the  same  manner 
as  the  rheostat. 

The  current  is  taken  from  the  trolley- wire 
by  the  trolley,  shown  in  Fig.  373,  a  steel  pole 
being  used  between  the  stand,  b,  and  the 
head,  a,  which  carries  the  trolley-wheel,  as 
seen  in  the  illustration.  This  stand  is  free 
to  revolve  upon  the  pivot,  which  gives  any 
desired  lateral  play,  and  the  springs  press  the 
wheel  up  against  the  wire,  the  tension  being 
regulated  by  the  check-nuts,  as  shown ;  this 
gives  a  universal  motion  to  the  trolley-wheel. 
It  should  be  noticed  that  the  cam  at  the  base 
of  the  trolley  is  of  such  a  shape  that  the  pres¬ 
sure  upon  the  trolley-wire  is  always  constant, 
irrespective  of  the  angle  which  the  trolley-wire 
makes  with  the  pole. 

Fig.  374  shows  a  sketch  plan  of  the  sta- 
„  r-  11  tion  and  car-shed.  The  latter  is  a  brick  and 

Stand.  iron  building,  fitted  with  four  tracks,  each 

capable  of  storing  two  cars.  Under  each 
line  track-pits  are  constructed  to  admit  of  the  easy  inspection 
of  the  motors.  The  engine-house  is  a  temporary  structure  of 
corrugated  iron,  which  adjoins  the  car-shed. 

The  engine  is  of  the  American  horizontal  type,  by  Messrs. 
Macintosh  &  Seymour.  It  has  but  a  single  cylinder,  i8xi8i, 
and  indicates  200  H.P.,  at  100  lbs.  of  steam  and  200  revolutions. 


ROUNDHAY  ELECTRIC  TRAMWAY. 


623 


The  governor  of  this  engine  is  situated  in  the  fly-wheel,  and  is 
so  sensitive  that  it  maintains  the  speed  within  2  per  cent.,  no 
matter  how  widely  the  load  fluctuates. 

There  are  two  dynamos  of  the  Thomson-Houston  manufacture, 
illustrated  in  Fig.  375,  each  of  which  is  capable  of  delivering 
62  units  at  300  volts.  They  are  driven  by  endless  perforated 
leather  belts,  running  at  4,500'  per  minute.  The  switch-board  is 
placed  at  one  end  of  the  station,  and  contains  the  necessary 
instruments  for  the  control  of  the  lines.  Carbon  brushes  are  used 
on  both  dynamos  and  motors  :  these  are  set  radially  to  the  com¬ 
mutators,  and  are  self-feeding. 


The  boiler  is  of  the  water-tube  type,  by  Messrs.  Babcock  & 
Wilcox,  and  is  fitted  with  a  mechanical  stoker.  The  feed  water  is 
heated  by  exhaust  steam. 

The  line  commenced  operations  on  November  nth,  1891,  and 
up  to  June  30th,  1894,  the  total  mileage  was  505,337. 

As  no  water  was  available  for  condensing  purposes,  it  was 
necessary  to  use  a  single-cylinder  engine.  This  engine,  as  already 
stated,  is  capable  of  indicating  200  H.P.  at  the  most  economical 
point  of  cut-off,  and  as  the  average  load  does  not  run  beyond 
60  H.P.,  although  the  maximum  load  frequently  reaches  the  full 
capacity  of  the  engine,  great  economy  is  not  to  be  expected  under 
such  conditions. 


624 


ELECTRIC  TRACTION. 


As  will  have 
the  weight  of 


been  seen  from  the  particulars  given  with  Fig.  370, 
the  motor  is  very  much  greater  than  the  more 


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modern  ones  manufactured  by  the  same  Company,  which  weigh 
only  1,500  lbs.,  as  compared  with  something  over  2,000  lbs.;  but 


ROUNDHAY  ELECTRIC  TRAMWAY. 


625 


in  spite  of  these  adverse  conditions  and  an  exceptionally  high 
rate  of  w^ages  paid  to  the  conductors  and  drivers,  it  has  been 
possible  to  operate  the  line  for  5*557d.  per  car  mile,  the  details  of 
which  are  given  in  the  subjoined  table. 

Nothing  is  included  in  the  table  for  maintenance  of  the  way. 
This  being  the  property  of  the  Corporation  of  Leeds,  the  tramway 
company  are  not  responsible  for  the  repairs,  but  they  pay  to  the 


Fig.  375.  Thomson-PIouston  Dynamo. 


Corporation  a  nominal  rent — as  stated  in  the  table — which  would 
(it  is  estimated)  be  about  equal  to  the  cost  of  maintenance. 

Again,  there  is  no  allowance  for  depreciation  or  interest,  but 
depreciation  should  not  be  high,  as  the  operating  expenses  of  the 
road  are  considerably  lower  than  when  it  was  first  put  into 
operation. 

The  following  is  the  table  referred  to  : — 

O 


626 


ELECTRIC  TRACTION. 


Roundhay  Electric  Tramway. 


Operation  Expenses  from  January  ist 

TO  June  301 

L’H, 

1894 

£ 

s. 

d. 

Wages  of  drivers  ..... 

• 

•  335 

I 

,,  conductors,  inspectors,  cleaners, 

etc. 

.  462 

18 

Ilj 

,,  power  station  .... 

00 

0 

<■0 

15 

3 

Sundry  materials  used  in  car  house,  etc. 

.  29 

8 

„  ,,  ,,  power  station  . 

•  51 

17 

0 

Fuel  ....... 

•  333 

19 

61 

Maintenance  of  car  equipment 

.  161 

16 

2 

,,  ,,  power  station 

.  94 

17 

I 

,,  ,,  overhead  line 

.  18 

12 

5* 

Salaries — ofS.ce  and  management  . 

•  239 

12 

6 

Stationery  and  printing  .... 

•  15 

0 

4 

Postage  and  telegrams  .... 

5 

3 

9* 

Rent  of  permanent  way  .... 

.  70 

10 

6 

Rent,  rates,  and  taxes  .... 

•  153 

8 

0 

Freight  and  charges  .... 

7 

1 1 

2 

Insurance  ...... 

.  18 

H 

I 

Uniforms,  etc.  ..... 

.  16 

8 

3^^ 

Accountant’s  charges  .... 

26 

5 

0 

Miscellaneous  expenses  .... 

•  33 

0 

25 

^^2,382 

19 

6 

Number  of  miles  run  .  .  102, 914^ 

Cost  per  car-mile  .  .  5‘557d. 


CHAPTER  VIIL 

SOUTH  STAFFORDSHIRE  ELECTRIC  TRAMWAY. 

This  tramway  line  is  one  of  the  only  two  street  tramways  in 
England  worked  by  means  of  an  electric  current  conveyed  by 
bare  conductors  ;  the  other  being  the  Roundhay  line,  described  in 
the  last  chapter.  The  South  Staffordshire  line,  8  miles  in  length, 
forms  part  of  the  South  Staffordshire  Tramway  Company’s  system, 
of  which  the  total  extent  is  23  miles.* 

The  South  Staffordshire  Tramway  Company  serves  a  district 
whose  population  is  over  300,000,  and  the  lines  form  a  means  of 
communication  between  Birmingham  and  the  towns  of  Walsall, 
Bloxwich,  Wednesbury,  Dudley,  Tipton,  West  Bromwich,  and 
Handsworth,  by  a  junction  with  the  Birmingham  Central  Tram¬ 
ways.  The  whole  system  is  laid  to  a  gauge  of  3J  feet,  with 
6-inch  girder  rails  upon  a  bed  of  concrete;  and  is  paved  with 
granite  setts  between  the  rails  and  for  18  inches  outside.  It  was 
originally  worked  by  steam  locomotives  of  the  Wilkinson  type,  and 
with  the  exception  of  the  8  miles  of  electric  line  all  the  sections 
are  still  so  worked.  The  electric  line  commences  at  a  junction 
in  Wednesbury  with  the  line  from  Handsworth,  passing  through 
the  Market  Place,  along  the  Wednesbury  Road  to  the  Pleck,  where 
it  is  joined  by  another  section  of  the  electric  line  which  connects 
that  point  with  Darlaston.  It  then  passes  along  the  Walsall  Road 
to  Walsall  Bridge,  where  it  again  divides,  one  section  going  to 

*  The  particulars  and  illustrations  here  given  are  taken,  by  per¬ 
mission,  from  a  paper  by  Mr.  Alfred  Dickinson,  A.M.C.E.,  in  the 
Minutes  of  the  Proceedmgs  of  the  Institictio7i  of  Civit  Engineers, 
vol.  cxvii.,  session  1893 — 4,  part  iii. 

S  S  2 


628 


ELECTRIC  TRACTION. 


Rushall  and  the  other  to  Bloxwich.  These  sections  were  origin¬ 
ally  opened  for  public  traffic  as  a  steam-tramway  line  in  September, 
1884,  but  objections  being  raised  to  the  use  of  the  steam-engines, 
the  Company  received  an  intimation  from  the  Board  of  Trade  in 
1891  that  it  would  not  be  allowed  to  continue  to  work  the  line  by 
steam.  On  application  to  the  municipal  authorities  to  sanction 
the  overhead  electric-traction  system  as  employed  in  the  United 
States,  the  authorities,  after  visiting  Leeds,  refused  to  sanction 
the  system  as  at  work  there,  chiefly  on  account  of  its  unsightli¬ 
ness.  The  system  about  to  be  described  was  designed  by  Mr. 
Dickinson  to  overcome  their  objections,  and  they  consented  to  its 
introduction. 

The  principle  of  the  American  system,  whether  the  trolley- wire 
be  suspended  from  the  span-wires  crossing  the  street,  or  from 
brackets  upon  the  poles,  necessitates  the  trolley-wire  following  the 
exact  curvature  of  the  track.  Therefore  the  number  of  span-wires, 
poles,  and  pull-over  wires  is  practically  governed  by  the  physical 
conditions  of  the  road  :  the  straighter  the  road  the  fewer  the 
number  of  poles,  cross  wires,  and  pull-over  wires ;  and  the  more 
tortuous  the  road  the  greater  the  number ;  the  maximum  being 
reached  in  a  curve  of  90°. 

The  streets  and  roads  along  which  the  South  Staffordshire  lines 
are  laid  are  exceptionally  difficult  to  equip  with  an  overhead  wire, 
because  they  are  very  tortuous  and  of  ever-varying  widths.  There 
are  no  fewer  than  four  90°  curves,  one  of  which  is  of  less  than 
40  feet  radius,  seven  railway  bridges,  most  of  them  with  steep 
approaches,  and  one  canal  bridge  with  a  hog  back,  to  cross  which 
the  cars  have  to  ascend  a  grade  of  i  in  16. 

The  generating-station  of  the  electric  line  is  a  substantial  brick 
building  situated  near  to  the  Birmingham  Canal  on  the  Darlaston 
and  Walsall  Road.  It  consists  of  an  engine-room  59  feet  long 
and  45  feet  wide,  a  boiler-house  47  feet  long  and  39  leet  wide,  an 
octagonal  chimney  stack  120  feet  high,  and  the  necessary  detached 
oil-stores  and  outbuildings.  From  the  canal,  a  basin  has  been 
cut  alongside  the  boiler-house,  to  permit  of  the  unloading  of  the 
coal  from,  boats  direct  into  the  stokehole.  In  the  boiler-house 


SOUTH  STAFTORDSIIJRE  TRAMWAY.  dzg 

there  are  three  Lancashire  boilers  constructed  to  work  at  a  pres¬ 
sure  of  120  lbs.  per  square  inch.  Each  boiler  is  of  steel  through¬ 
out,  30  feet  long  by  7  feet  in  diameter,  with  internal  flues  2  feet 
9  inches  in  diameter,  each  fitted  with  five  cross  tubes.  No 
economisers  or  mechanical  stokers  are  provided. 

In  the  engine-room  are  three  compound  horizontal  engines  and 
three  dynamos.  At  100  revolutions  per  minute,  with  a  boiler-pres¬ 
sure  of  120  lbs.  per  square  inch,  each  engine  develops  125  I.H.P. 
The  cylinders,  fitted  with  Corliss  valves,  are  arranged  side  by 
side  with  the  fly-wheel  driving-drum  between  them  ;  the  high- 
pressure  cylinder  is  loj  inches,  and  the  low-pressure  20  inches 
in  diameter,  with  a  stroke  30  inches.  The  fly-wheel  driving- 
drums  are  10  feet  in  diameter,  and  are  grooved  for  rope-driving. 
The  dynamos  are  shunt  wound.  They  have  drum  armatures,  and 
at  450  revolutions  per  minute  give  an  output  of  260  amperes  at 
350  volts.  They  are  driven  by  nine  ij-inch  cotton-ropes  led 
direct  from  the  driving-drums  to  a  2-foot  rope-pulley  keyed  on  to 
a  shaft  which  is  coupled  to  the  armature-shaft ;  when  so  coupled, 
this  shaft  is  carried  in  three  bearings,  the  rope-pulley  running 
between  two  of  them. 

The  centre  bearing  is  between  the  pulley  and  the  armature,  an 
arrangement  which  permits  of  the  armature  being  taken  out  with¬ 
out  disturbing  the  driving-ropes.  Special  devices  have  been 
attached  to  both  the  engines  and  dynamos  for  continually  lubri¬ 
cating  the  main  bearings  during  the  time  of  running.  Upon  the 
main  switchboard  is  arranged,  for  each  dynamo,  a  voltmeter,  an 
ammeter,  resistance-coils  and  an  automatic  cut-out  switch,  the 
magnet  of  which  is  so  set  that  when  the  current  exceeds  the  safe 
load  it  automatically  throws  out  the  switch.  The  connections  to 
and  from  these  switches  are  so  arranged  as  to  allow  any  two  or 
all  three  dynamos  to  be  coupled  in  parallel  at  will.  From  the 
omnibus  bar,  at  the  back  of  the  switchboard,  runs  the  lead- 
sheathed  armoured  cable-feeder. 

This  feeder  is  laid  underground  into  the  road,  where  it  is  buried 
near  the  curb  some  15  inches  beneath  the  surface.  It  extends  in 
the  direction  of  Birchills,  near  Bloxwich,  a  distance  of  3  miles. 


630 


ELECTRIC  TRACTION. 


in  the  direction  of  James  Bridge,  a  quarter  of  a  mile,  and  from 
the  Pleck  it  branches  off  to  Wood  Green,  Wednesbury,  a  distance 
of  mile.  The  whole  of  the  current  from  the  dynamos  is  sup¬ 
plied  through  this  feeder,  which  is  tapped  at  its  extremities,  and 
in  thirteen  places  along  its  length ;  branch  feeders  being  taken 
from  the  main  to  terminals  placed  in  special  boxes  fixed  in  the 
footpath  at  the  bases  of  poles  situated  at  distances  of  about  ^ 
mile  apart.  Upon  each  terminal  are  two  slots,  and  opposite  to 
it,  at  a  distance  of  about  4  inches,  two  other  terminals  are  placed, 
each  having  a  slot.  The  terminals  being  insulated  one  from 
the  other,  connection  is  made  between  them  by  movable 
fuses.  The  connection  between  the  two  single  terminals  and  the 
trolley-wire  overhead  is  made  by  a  flexible  cable  carried  inside  the 
poles. 

The  trolley-wire  (O.  B.  W.  G.)  is  of  hard-drawn  copper.  It  is 
suspended  at  a  height  of  2 1  feet  above  the  road  from  the  arms  of 
the  poles  by  clips  attached  to  JEtna.  ”  insulators,  at  varying  dis¬ 
tances  from  the  line  not  exceeding  13  feet.  On  the  trolley-wire 
at  each  of  these  poles,  is  arranged  a  special  device  which  insulates 
one  section  of  it  from  the  adjacent  section,  a  separate  feeder  going 
to  each.  This  arrangement  allows  of  any  half  mile  of  the  line 
being  worked  or  disconnected  independently  of  the  remainder. 
As  the  tramway  is  partly  double  line  and  partly  single  line  with 
turn-outs,  of  which  there  are  thirty-seven  in  all,  used  mostly  as 
passing  places  for  the  cars,  it  was  necessary  to  provide,  as  in 
double  line,  two  trolley-wires,  and,  at  the  end  of  each  turnout,  a 
switch  to  permit  of  the  trolley-wheel  diverging  from  the  single  to 
the  double  wire  and  versa.  It  will  therefore  be  seen  that  as 
the  trolley-wheel  has  double  flanges,  such  a  switch  must  be 
applicable  to  both  a  point  and  a  crossing.  The  device  will  be 
understood  by  reference  to  Figs.  376,  377. 

When  the  trolley- wdieel  is  travelling  along  the  trolley-wire  Ai 
and  is  required  to  reach  the  trolley-wire  A2,  the  movable  tongue 
I)  when  closed  forms  a  crossing,  as  it  projects  below  the  tongue 
B  and  permits  the  trolley-wheel  to  pass  under  it ;  but  should  it  be 
necessary  for  the  trolley-wheel  to  pass  from  the  trolley-wire  A  to 


SOUTH  STAFFORDSHIRE  TRAMWAY, 


631 


the  trolley-wire  A2,  the  movable  tongue  D  is  pulled  over  to  the 
position  Di,  opening  the  point  and  allowing  the  trolley-wheel  a 
clear  passage  in  the  desired  direction.  When  the  trolley-wheel  is 
travelling  from  the  wire  A3  to  the  wire  Ai,  the  movable  point  D 
being  closed,  and  projecting  below  the  tongue  B,  permits  the 
trolley-wheel  to  cross  it  and  to  pass  to  the  wire  Ai ;  and  in  the 
case  of  the  trolley-wheel  travelling  from  the  wire  A  to  the  wire  Ai, 
it  passes  along  the  tongue  B  and  opens  the  point  by  pushing  the 
movable  tongue  D  to  the  position  Di — the  point  being  automati¬ 
cally  closed  after  the  passage  of  the  trolley-wheel  by  means  of  the 
helical  spring  I.  The  same  device  is  used  at  the  branch  roads 
in  the  various  car  depots. 

The  poles  form  an  important  part  of  any  overhead  electric 


installation,  as  they  are  always  present  in  the  streets.  Mr.  Dickin¬ 
son’s  aim  was  to  design  a  type  which  would  possess  a  maximum 
amount  of  strength  with  a  minimum  weight,  and  at  the  same  time 
have  a  fairly  presentable  appearance  (Figs.  378,  379).  They  are 
made  of  mild  rolled  steel  and  are  30  feet  long.  They  are  built 
in  two  sections,  the  lower  one  being  a  parallel  tube,  and  the  upper, 
18  feet  in  length,  being  tapered  to  the  top.  They  have  buckled 
steel  base  plates,  2  feet  square,  bolted  to  the  bottom,  and 
are  fixed  upon  concrete  foundations,  the  excavation  for  their 
reception  being  also  filled  in  with  concrete.  They  are  made  in 
three  sizes,  the  smallest  size  being  6  inches  in  diameter  at  the  base, 
tapered  to  2  J  inches  at  the  top.  These  carry  arms  varying  between 
2J  feet  and  4J-  feet  in  length. 


632 


ELECTRIC  TRACTION. 


For  the  double  line,  where  the  rails  are  at  a  considerable  dis¬ 
tance  from  the  footpath,  the  poles  are  7  inches  in  diameter  at  the 
foot,  tapered  to  3I-  inches  at  the  top,  and  have  arms  7  feet  to  10 

feet  in  length.  The  arms  of 
both  sizes  of  the  poles  taper 
from  2f  inches  to  inch  dia¬ 
meter  at  the  end  farthest  from 
the  pole.  It  was  necessary  to 
provide  poles  of  extra  strength 
as  strain-posts  at  the  ends  of 
the  several  lines  :  these  are  12 
inches  in  diameter  at  the  base, 
tapering  to  5  inches  at  the  top, 
and  are  of  J-inch  steel.  They 
have  attached  to  them  two 
cast-iron  grid  frames,  3  feet 
by  4  feet,  one  at  the  base  and 
the  other  5  feet  higher  up, 
and  the  intervening  space  is 
filled  with  concrete,  which 
forms,  with  the  pole,  a  solid 
block.  This  type  of  pole  is 
also  fixed  in  positions  origin¬ 
ally  occupied  by  lamp-columns 
at  the  junction  of  the  main 
roads,  and  has  been  fitted  with 
lamp-fittings  in  substitution  of 
those  rem.oved. 

Sixteen  cars  have  been  built, 
each  constructed  to  carry  forty  passengers,  eighteen  inside  and 
twenty-two  outside,  and  weighing,  when  unloaded,  6  tons  13  cwt. 
Their  principal  dimensions  are  : — 


LONGITUDINAL  SECTION 


PLAIJ 


Figs. 


378,  379. 

Wire. 


Po’e  for 
Sccile,  • 


Overhead 


Length,  including  platforms 
,,  of  body,  outside 
Breadth  of  body,  including  mouldings 
,,  inside  .  .  .  .  . 


Ft.  Ins. 
22  O 

14  3 
5  9 
5  3i 


SOUrir  STAFFORDSHIRE  TRAMWAY. 


t>33 


Ft.  Ins. 


Breadth  over  roof . 510^- 

Height  inside,  from  the  top  of  the  floor  to  the 


Figs.  380,  381.  Motors  in  Elevation  and  Plan.  Scale,  3^. 


I 


The  body  is  strongly  made  and  has  a  bottom  frame  of  channel- 
bar  iron.  It  is  distinct  from  the  motor  truck,  and  is  carried 
upon  it  by  eight  springs.  The  wheels  are  fitted  with  two  sets  of 
brakes,  one  to  apply  on  the  inside  of  the  wheels,  and  the  other 
on  the  outside.  They  are  worked  separately  by  hand-wheels 
from  the  platforms  at  the  ends  of  the  cars.  The  cars  are  fitted 
with  Nicholson  automatic  couplings  at  each  end,  and  four  dry 


634 


ELECTRIC  TRACTION. 


sand-boxes,  two  at  each  end.  These  also  are  worked  from  either 
platform. 

Each  car  is  fitted  with  and  driven  by  two  series-wound  single¬ 
reduction  motors  (Figs.  380,  381).  The  gearing  is  of  the  double 
helical  type,  in  the  ratio  of  four  to  one.  Each  axle  has  an  inde¬ 
pendent  motor,  one  end  being  on  the  axle  by  two  bearings  and 
the  other  by  a  spring.  There  is  also  at  the  latter  end  a  spring 
on  the  top  of  the  motor,  so  that  at  this  point  it  is  between  springs, 
the  bottom  one  supporting  it  and  the  top  one  permitting  vertical 
movement.  By  this  method,  not  only  is  the  pitch-line  of  the 
gearing  maintained,  but  the  shock  to  the  gearing  at  starting  and 
stopping  is  considerably  reduced,  and  the  vibration  of  the  motor 
when  running  is  minimized.  The  armatures  are  drum  wound. 
Ordinary  arc-lamp  carbons  f  inch  in  diameter  are  used  for  brushes, 
laid  lengthwise  along  the  commutator.  The  magnets  are  bi-polar 
with  four  limbs. 

The  cars  are  fitted  with  switches  in  duplicate,  one  set  on  each 
platform.  They  consist  of  reversing,  driving  and  motor-switches. 
Those  last  mentioned  enable  the  driver  to  use  either  motor  at 
will,  or  both  in  parallel.  The  varying  resistance  of  the  rheostat 
in  the  motor-circuit  is  controlled  by  the  driving-switch  at  the 
will  of  the  driver.  As  a  precaution,  and  to  prevent  injury  to  the 
motors  by  careless  driving  or  from  other  causes,  safety-fuses  are 
placed  in  the  motor-circuit.  A  lightning-arrester  is  placed  in  the 
circuit  between  the  trolley-wire  and  the  driving-switch. 

Each  car  is  fitted  with  a  collector,  termed  a  trolley  ”  (shown  in 
Fig.  382),  a  peculiar  feature  of  Mr.  Dickinson’s  system.  In  the 
American  system,  it  is  necessary,  in  addition  to  the  trolley-wire 
following  the  exact  curvature  of  the  track,  for  it  to  maintain, 
within  a  few  inches,  a  constant  lateral  relation  thereto.  In  Mr. 
Dickinson^s  system  this  is  not  necessary,  and  the  trolley-wire  may 
run  in  straight  lines  and  at  ever- varying  distances  laterally  from 
the  track,  not  exceeding,  wilh  the  trolley-mast  in  use  at  present, 
26  feet. 

The  function  of  the  ‘‘  trolley  ”  is,  therefore,  to  form  a  continual 
bridge  across  the  varying  horizontal  and  vertical  space  between 


SOUTH  STAFFORDSHIRE  TRAMWAY. 


635 


the  trolley-wire  and  the  car  as  it  passes  along  the  line.  To 
effect  this  the  apparatus  must  have  a  vertical  and  horizontal 
radial  movement,  and  this  is  ac¬ 
complished  by  placing  upon  the 
roof  of  the  car  a  fixed  socket  into 
which  is  fitted  a  spindle  (see  Figs. 

383,  384).  On  the  upper  end  of 
this  is  formed  a  jaw  to  receive  the 
base  of  the  trolley-mast.  The 
spindle  has  a  free  revolving  move¬ 
ment  in  the  socket,  the  mast  is 
hinged  at  the  top  of  the  spindle, 
and  there  has  a  radial  vertical 
movement  controlled  by  springs 
attached  to  the  base  of  the  “  trol¬ 
ley  ”  at  a  suitable  position  on  the 
vertical  spindle.  On  the  end  of 
the  mast  is  formed  another  socket, 
into  which  is  fitted  a  trolley  wheel 
carrier.  Figs.  385,  386,  which  has 
a  spindle  at  its  lower  extremity 
fitting  into  the  socket.  When 
working,  the  trolley-wheel  runs  on 
the  under  side  of  the  trolley-wire, 
and  the  vertical  pressure  to  main¬ 
tain  contact  is  given  by  the 
springs  on  the  heel  of  the  trolley- 
mast.  These  springs  are  arranged 
so  as  to  allow  a  maximum  move¬ 
ment  at  the  trolley-wheel  end  of 
the  mast  with  a  minimum  exten¬ 
sion  of  the  springs. 

The  trolley-mast  being  attached 

to  the  radiating  spindle,  describes  a  circle  with  a  radius  of  its 
own  length.  The  trolley-wheel  carrier  also  having  a  free  revolving 
movement  in  its  socket  on  the  end  of  the  trolley-mast,  the  trolley- 


Fig. 


382.  Diagram  showing  Trol¬ 
ley  and  Car.  Scale,  ^g-. 


636 


ELECTRIC  TRACTION. 


wheel  will,  so  long  as  the  wire  is  within  the  radius  swept  by  the 
trolley-mast,  accommodate  itself  to  and  run  parallel  to  the  trolley- 
wire ;  the  trolley-mast  will  accommodate  itself  to  the  varying 
distances  of  the  wire  from  the  tramway  to  any  position  within  its 
reach.  This  will  be  better  understood  by  a  reference  to  Fig. 
387,  which  shows  diagramatically  how  the  trolley  can  accommo¬ 
date  itself  to  the  various  positions. 


Figs.  383,  384.  Details  of  Trolley-pole  and  Standard.  Scale, 

By  this  simple  device,  the  objections  entertained  by  the  Wal¬ 
sall  Municipal  Authorities  to  the  American  system  have  been 
overcome,  as  the  use  of  span-wires,  pull-over  wires,  and  other 
objectionable  features  of  that  system  are  thereby  largely  removed. 

The  whole  of  the  work  was  carried  out  by  the  Electric  Con¬ 
struction  Corporation  as  contractors,  to  the  Author’s  entire  satis¬ 
faction. 


SOUTH  STAFFORDSHIRE  TRAMIVA  V. 


637 


The  electric  system  of  lines  was  opened  for  traffic  on  the  ist 
January,  1893.  From  that  date  to  the  28th  February,  1894,  the 
cars  have  run  310,115  miles  and  have  carried  1,920,185  pas¬ 
sengers.  From  the  ist  January,  1893,  to  the  31st  December, 
inclusive,  the  cars  ran  262,692  miles,  and  carried  1,668,057 
passengers,  the  local  authorities,  the  public,  and  the  directors  of 


the  tramway  company  alike  being  completely  satisfied  with  the 
results. 

The  line  is  worked  by  the  Electric  Construction  Corporation 
under  a  contract  with  the  Tramways  Company,  and  in  dealing 
with  the  working  cost  for  purposes  of  comparison,  only  those 
charges  where  a  direct  comparison  can  be  made  will  be  dealt  with, 
viz.,  all  those  for  running  and  maintenance  mmus  traffic  charges 
and  maintenance  of  permanent  way.  The  following  statement 
shows  the  cost  of  working  several  systems  of  tramway  lines  in 
1893:— 


638 


ELECTRIC  TRACTION. 


Comparative  Statement  of  Cost  per  Car-mile  for  Running 

AND  Repairs,  1893. 


1  C  w 
COO) 

5  c 

S 

'g  s 

.2  cr; 

0  6 

^  in 

Birmingham  Central  Com- 
pan}\ 

6 

u  • 

Charges. 

South  Staffordshire 
ways  Company.  Wi 
Locomotive  Steam  E 
Vertical  Boiler 

Birmingham  IMid 
Company. 
Kitson  Locomotive 
Engines. 

Dudley  and  Stourl 

Company. 

Kitson  Locomotive 

Engines. 

Kitson, 

Falcon, 

and 

Beyer, 

Peacock 

Locomo¬ 

tive 

Steam 

Engines. 

Electric 

Accu¬ 

mulator. 

Cable. 

South  Staffordsl 

Electric  Systei 

Running- — 

d. 

d. 

d. 

d. 

d. 

d. 

d. 

Wages  . 

1-83 

1-99 

1-45 

2-14 

3*37 

1-54 

1-93 

Fuel 

2-34 

i*8i 

I  "94 

1-92 

1-76 

0"6o 

0-48 

Stores  .  .  . 

0"33 

0-30 

— 

0-27 

o"68 

0-19 

0"43 

Water  and  Gas 

0-28 

0"I  I 

0‘35 

o-i8 

0-12 

0-03 

o-o8 

Sundries 

— 

— 

0-09 

0'J7 

0*05 

o-o6 

Repairs* — 
Wages  and 

Materials 

2-26 

3  •624 

4-83 

2-19 

5-49 

i"8i 

i'o8 

Total  cost  per 

car-mile 

7-04 

CO 

Oj 

8-57 

6-79 

11-59 

4-22 

4"o6 

Number  of  miles 

run  .... 

337,423 

1 

'  • 

0 

so'' 

1 

1 

1 12,299 

1,225,996 

140,993 

641, 161 

262,694 

The  average  cost  for  fuel  on  the  four  lines  worked  by  steam  is 
2'ood.,  electric  accumulator  i76d.,  cable  o‘6od.,  and  overhead 
electric  traction  o’48d.  per  car-mile  run. 

Hitherto  (Mr.  Dickinson  remarks)  it  has  been  most  difficult  to 
obtain  a  direct  comparison  between  electric  traction  and  any 

*  The  items  referring"  to  steam  traction  include  repairs  of  every 
description  ;  those  to  electric  accumulator  traction  include  stationary 
engines  and  boilers,  dynamos,  motors,  batteries,  switches  and  all 
repairs  pertaining  to  an  electric  installation  ;  to  cable  traction — 
stationary  engines  and  boilers,  cable,  pulleys  in  road,  cars  and  all 
repairs  incidental  thereto  ;  to  overhead  electric  traction — stationary 
engines  and  boilers,  dynamos,  motors,  poles,  feeders,  overhead  wire, 
cars  and  all  other  repairs  in  connection  with  an  electric  system. 

t  This  item  includes  an  amount  taken  from  depreciation  fund. 


SOUTH  STAFFORDSHIRE  TRAHIFAY. 


639 


Other  system  ;  but  such  now  is  not  the  case,  at  any  rate  so  far  as 
the  South  Staffordshire  line  is  concerned,  because  the  electric  cars 
are  running  upon  lines  previously  worked  by  steam. 

When  designing  the  system,  Mr.  Dickinson  was  in  doubt  as  to 
the  amount  of  steam-engine  power  to  provide  in  the  generating- 
station  per  car  on  the  lines,  and  how  to  arrange  its  subdivision,  as 


Fig.  387,  Plan  of  Car,  showing  various  positions  of  Trolley-pole. 

Scale, 


the  number  of  cars  upon  the  line  at  different  times  would  vary 
considerably.  However,  he  ultimately  decided  to  split  the  power 
into  three  elements,  so  as  to  be  able  to  reduce  it  to  suit  the 
number  of  cars  running  upon  the  line  at  any  given  time.  He  was 
prepared,  from  his  experience  in  the  working  of  the  cable-line  in 
Birmingham,  for  a  considerable  variation  in  the  load  ;  but  he 
certainly  never  anticipated  that  its  range  would  be  so  great  in  so 


640 


ELECTRIC  TRACTION. 


short  a  time  as  he  has  found  to  be  the  case.  With  sixteen  cars  on 
the  line,  the  output  has  been  found  to  vary  as  much  as  233  E.H.P. 
in  the  space  of  five  seconds,  and  with  eleven  cars  upon  the  road 
as  much  as  202  E.H.P.,  in  the  same  period. 

Taking  into  account  even  the  extraordinary  fluctuations  caused 
during  holiday  times,  the  cost  per  car-mile  for  fuel  is  below  that 
of  cable-traction;  and  in  this  comparison  it  is  well  to  bear  in 
mind  that  the  power  on  the  cable  route  is  distributed  over  only 
three  miles  of  route  with  double  the  number  of  cars  running,  as 
against  eight  miles  of  route  on  the  electrical  section. 

Mr.  Dickinson  states  that  he  has  had  a  motor  that  had  been 
running  for  fourteen  months  taken  from  a  car  and  tested  with  a 

Prony  brake,”  when  its  mechanical  efficiency  was  found  to  be 
78  per  cent. — a  most  satisfactory  result.  At  the  same  time  he 
tested  the  torque  of  the  armature  with  a  current  of  48  amperes 
taken  from  the  trolley-wire  under  normal  conditions,  and  found 
this  would  raise  a  weight  of  141  lbs.  at  the  end  of  a  lever  7  ft. 
long.  This  is  equal  to  a  torsional  force  of  1,692  lbs.  weight  on 
the  armature.  Testing  with  a  dynamometer  the  amount  of  pull 
to  be  obtained  on  the  drawbar,  with  all  the  resistance  cut  out  and 
both  motors  in  circuit,  he  found  it  was  i  ton  7  cwt.  He  then 
tested  a  Wilkinson  engine  at  a  boiler-pressure  of  150  lbs.,  with 
cylinders  7f  in.  diameter  geared  i|  to  i,  and  this  gave  exactly  the 
same  pull. 

After  running  for  fourteen  months,  it  is  satisfactory  to  find  that 
it  is  scarcely  possible  to  measure  the  wear  and  tear  upon  the 
trolley- wire. 


CHAPTER  IX. 


THE  NEVER SHVK  MOUNTAIN  ELECTRIC 

RAILROAD. 

This  road,  which  was  constructed  in  1890,  is  of  special  interest 
as  the  pioneer  electric  railway  worked  by  turbines.'*' 

Neversink  mountain,  with  its  electric  railroad,  lies  to  the  east 
of  the  city  of  Reading,  in  Berks  county,  Pennsylvania.  In  the 
accompanying  illustration  (Fig.  388)  not  only  Neversink  mountain 
and  its  railroad,  but  the  contiguous  railroad  lines,  are  shown. 
The  Neversink  line,  encircling  the  mountain,  rises  by  varying 
grades  from  the  streets  of  Reading  up  the  foot  slopes,  and  thence 
along  the  mountain  sides  to  the  summit. 

The  route  usually  taken  by  the  cars  is  from  Ninth  and  Penn 
Streets  to  the  White  House  (Fig.  388),  thence  by  the  mountain 
loop  over  the  summit  down  to  Klapperthal  Park  and  the  terminal, 
a  distance  of  6 '99  miles.  On  the  return  the  cars  go  over  the 
same  route  as  far  as  the  Upper  Junction,  thence  down  the  Short 
Line,  to  the  main  line,  at  the  Lower  Junction,  past  the  White 
House  and  down  to  Ninth  and  Penn  Streets,  a  distance  of  4*07 

*  See  Test  of  the  Neversink  Mountahi  Electric  Road,  by 
Hermann  S.  Hering  and  William  S.  Aldrich,  of  Johns-Hopkins 
University,  U.S.A.,  from  which  publication  the  particulars  and  illus¬ 
trations  given  in  this  chapter  are  taken. 

T  T 


642 


ELECTRIC  TRACTION. 


miles,  making  the  total  length  of  the  round  trip  ii-o6  miles.  The 
schedule  time  of  the  round  trip  is  about  one  hour  and  20  minutes, 


including  all  stops,  though  it  can  be  made  in  one  hour  without 
difficulty. 


NEVERSINK  MOUNTAIN  ELECTRIC  RAILROAD.  643 


Figs.  389,  390  (Plate  X.),  show  a  plan,  elevation,  and  right- 
side  view  of  the  turbine  plant  (details  of  the  transmission 
machinery  will  be  given  presently) ;  and  Fig.  391  (Plate  XI.) 
the  arrangement  of  the  wiring. 

During  the  summer  of  1891  the  usual  schedule  for  week-days 
required  a  car  to  leave  the  terminus  every  half-hour,  necessitating 
three  cars  on  the  road,  and  for  Sundays  every  20  minutes,  requir¬ 
ing  four  cars  (or  preferably  five)  for  heavy  travel.  The  schedule 
and  route  are  so  arranged  that  about  half  the  cars  are  going  up¬ 
grade  while  the  others  are  going  down-grade.  This  arrangement 
makes  a  very  economical  distribution  of  power  along  the  road, 
preventing,  as  far  as  possible,  excessively  large  currents,  such  as 
would  be  required  if  all  the  cars  were  on  the  up-grade  at  the  same 
time.  The  speed  of  the  cars  over  the  mountain  is  from  9  to  15 
miles  per  hour. 

The  cars  make  from  eight  to  ten  trips  a  day  usual  running 
time,  averaging  from  88  to  in  miles  per  car  per  day.  The  seat¬ 
ing  capacity  of  each  car  is  44  passengers,  but  in  heavy  travel  they 
have  carried  as  many  as  170  passengers  per  car.  During  six  weeks, 
in  the  summer  of  1891,  40,000  passengers  were  carried,  reaching 
a  maximum  of  3,000  per  day  with  five  cars  on  the  road  at  one 
time.  The  company  expected,  with  its  enlarged  equipment,  to 
carry  250,000  passengers  over  the  road  during  the  summer 
months  of  1892. 

Owing  to  the  uncertain  limit  of  the  probable  maximum  load  in 
electric  traction  work,  it  is  necessary  to  operate  the  turbines  as 
prime  movers  at  a  point  much  below  their  known  capacity  at  full 
gate,  because  of  their  inability  to  develop  any  greater  power  than 
that  represented  at  full  gate  and  normal  speed.  This  is  an  anal¬ 
ogous  case  to  that  of  the  series  motor.  Steam-engines,  on  the  con¬ 
trary,  as  prime  movers  in  electric  traction  work,  are  capable  of 
far  exceeding  their  known  rated  capacity  to  meet  the  large  and 
sudden  loads  which  are  on  only  for  a  short  time,  by  reason  of  the 
possibilities  bound  up  in  the  expansive  working  of  the  steam, 
especially  in  the  multiple-cylinder  type. 

The  incompressible  nature  of  the  working  fluid  employed  in 


T  T  2 


644  ,  ’  ELECTRIC  TRACTION.  ' 

turbines  as  prime  movers  prevents  their  exceeding  the  output,  as 
determined  by  the  dimensions  of  the  machine,  while  the  elastic 
nature  of  the  working  fluid  in  steam-engines  enables  them  to  ex¬ 
ceed  their  rated  dimensional  capacity  for  extraordinary  demands. 
Consequently,  for  electric  traction  work,  turbines  must  be  operated 
considerably  below  their  maximum  capacity,  or  at  part  gate  during 
the  average  maximum  loads  of  the  day,  so  that  they  will  be 
able  to  meet  the  extraordinary  loads  that  will  be  sure  to  arise  at 
unexpected  times.  As  it  will  be  necessary  for  constructing 
engineers  to  select  turbines  that  will  be  efficient  at  part  gate,  and 
particularly  at  the  ordinary  maximum  of  half  gate,  it  becomes  the 
aim  of  turbine  builders  to  design  wheels  for  traction  purposes  to 
meet  these  particular  requirements. 

Subjoined  are  particulars  of  the  power  employed  : — 

Water  Supply. 

Flume,  diameter  in  feet  .  .  .  .  .  .  .  .10 

Nominal  head  of  water,  in  feet  .  .  .  .  .  .  18  ' 


Hercules  Turbines. 

Diameter,  in  inches  .........  45 

Effective  area  of  guide  opening,  square  inches  .  .  .  623 

Rated  speed,  revolutions  per  minute  .  .  .  .  .110 

) 

Commercial  rated  Performance,  Full  Gate. 

Rated  discharge  of  each  turbine,  cubic  feet  per  minute  .  .  8,833 
Rated  efficiency,  full  gate  and  rated  speed,  in  per  cent.  .  80 

Rated  horse-power,  at  this  efficiency,  each  turbine  .  .  240 

Actual  Performance  at  Full  Gate.* 

Actual  discharge,  each  turbine,  cubic  feet  per  minute  .  .  8,588 

Actual  efficiency,  1 10  revolutions,  in  per  cent.  .  .  .  80*7 

Maximum  dynamometric  horse-power,  each  turbine  .  .  210 


*  The  data  relating  to  the  actual  performance  of  the  turbines  were  obtained 
from  the  results  of  the  test  of  the  Hercules  turbine  made  by  the  Holyoke 
Water  Power  Company,  and  kindly  furnished  to  Messrs.  Hering  and  Aldrich 
by  that  company. 


Plate  X 


THE  NEVERSINK  MOUNTAIN  ELECTRIC  RAILROAD 


[To  face  page  644. 


1 


Plate  XI. 


9th&  ]Penn  Sts. 


THE  NEVERSINK  MOUNTAIN  ELECTRIC 

RAILROAD. 


[7b  face  page  644. 


NEVERSINK  MOUNTAIN  ELECTRIC  RAILROAD.  645 

Actual  Performance,  about  Half  Gate. 

Mean  position  of  speed  gate,  being  the  proportional  part  of 

the  full  opening  of  the  speed  gate,  in  per  cent.  .  .  53*3 

Actual  discharge  at  critical  speed  for  this  gate,  cubic  feet  per 
minute  .  .  .  .  .  .  .  .  .  .5,528 

Efficiency,  critical  speed  100,  in  per  cent  .  .  .  '  .  7$’ 37 

Efficiency,  rated  speed  of  1 10  .  ......  74*4 

Actual  dynamometric  horse-power  of  each  turbine  at  the  ' 
critical  speed  of  100  revolutions  per  minute  .  .  .  ^32'5' 

Actual  dynamometric  horse-power  of  each  turbine  at  the 

rated  speed  of  1 10  revolutions  per  minute  ....  i28'5 

The  jackshaft,  over  the  turbines,  is  driven  from  the  vertical 
turbine  shaft,  through  bevel  gear,  and  drives  the  countershaft 
through  the  main  belt.  Each  dynamo  pulley  is  belted  to  the 
friction  clutch  pulley  on  the  countershaft. 

The  essential  details  of  transmission  machinery  are  shown  in 
the  following  tables  : — 

;  {' 

Geared  and  Belted  Connections. 


Number  of  teeth  on  mortised  crown  gear,  vertical  shaft  .  .  49 

Number  of  teeth  on  jack  gear,  horizontal  shaft  .  .  .  *31 

Diameter  of  main  driving  pulley,  in  inches  .  .  .  .108 

Diameter  of  main  driving  pulley,  on  countershaft  ...  66 

Diameter  of  driving  pulleys  (friction  clutch)  ....  60 

Diameter  of  pulleys  of  dynamos  ......  26 

Main  driving  belt,  extra  double,  width  in  inches  .  .  *45 

Dynamo  belts,  double,  in  inches  .  .  .  .  .  -15 

Length  of  main  driving  belt,  in  feet  .  .....  83 


Rated  Speeds. 

Turbine  shaft  (vertical),  revolutions  per  minute 
Jackshaft  over  turbines  .... 

Countershaft  ...... 

Dynamos  ....... 

Speed  of  main  driving  belt,  feet  per  minute 
Speed  of  dynamo  belts  .... 


.  4,300 


646 


ELECTRIC  TRACT/0  AT, 


Distances  between  Shaft  Centre  Lines. 

Between  the  vertical  shafts  of  the  turbines,  in  feet  .  .  .  16*5 

Between  the  jackshaft  and  countershaft  .  .  .  .  •  30  , 

Between  the  countershaft  and  dynamos  .  .  .  .  .  20  i 

The  transmission  of  the  turbine  power  through  the  mortise 
crown  and  jack  gear  leads  to  a  loss.  On  the  other  hand,  the 
two  belted  connections  to  an  intermediate  countershaft  result 
in  the  usual  loss  of  power  experienced  in  stations  driven  by  steam- 
engines.  These  losses  are  grouped  as  transmission  machinery 
friction  in  the  summary  of  the  test. 

The  additional  loss  through  bevel  gearing  is  inherent  in  this 
method  of  transmitting  the  power  from  the  prime  mover  shaft  to 
the  main  driving  shaft.  The  efficiency  of  the  transmission  ma¬ 
chinery,  however,  is  the  same  as  in  steam-engine  plants,  when 
the  turbine  shaft  (like  the  crankshaft)  is  the  main  driving  one. 
Similarly,  the  driving  of  the  dynamos  by  one  belt  from  the  turbine 
shaft  is  but  an  intermediate  step  for  driving  them  directly' coupled, 
as  has  been  projected  at  the  Niagara  plant,  which  is,  of  course, 
the  most  efficient  method. 

As  at  present  equipped,  there  are  two  Edison  compound- 
wound  loo-kilowatt  railway  generators.  Each  dynamo  has  com¬ 
plete  switchboard  connections,  held  resistances,  ammeters,  fuses, 
and  switches,  and  either  or  both  may  be  connected  with  the 
line  circuit,  and  be  driven  by  either  or  both  turbines.  Lightning 
arresters  are  carefully  placed  in  each  feeder  circuit. 

The  results  of  the  test  show  that  large  variable  loads  on  the 
line  cause  great  speed  variations  in  the  turbines,  as  here  governed 
and  coupled,  resulting  in  considerable  drop  in  the  voltage  at  one 
time  and  considerable  rise  at  another.  Even  with  the  best 
method  of  governing  turbines  now  in  use  these  voltage  variations 
will  be  great — indicating  that  the  dynamos  for  such  plants  should 
be  very  much  over  compounded. 

From  Ninth  and  Penn  Streets  to  the  city  limits  the  line  con¬ 
struction  is  of  the  ordinary  overhead  type,  with  wooden  side  poles 
and  span  wires.  From  this  point  over  the  mountain  the  construe- 


NEVERSINK  MOUNTAIN  ELECTRIC  RAILROAD.  647 


tion  is  of  the  side-bracket  type,  with  plain  undressed  wooden  poles 
and  iron  pipe  brackets.  The  poles  are  placed  100  feet  apart,  but 
this  is  often  varied  on  account  of  the  great  variations  in  the  curva¬ 
ture  of  the  road  at  many  points,  frequently  necessitating  pull-offs 
and  anchor  guys. 

The  ground  return  within  the  city  limits  is  made  by  connecting 
the  double-bonded  flat  rails  to  a  No.  4  B.  &  S.  copper  wire  im¬ 
bedded  between  the  rails.  On  the  mountain  the  T-rails  are 
double-bonded  throughout  and  cross-connected  at  two  points,  as 
shown  in  the  wiring  diagram.  Fig.  391  (Plate  XI.).  These  cross- 
connections  are  made  with  No.  4  and  No.  00  B.  &  S.  wire.  The 
same  two  sizes  of  grounds  are  used  from  a  point  on  the  line  near 
the  pavilion  to  the  power-house,  while  a  third  ground.  No.  000 
B.  &  S.,  leads  from  a  point  near  the  car-house  to  the  power-house, 
where  these  grounds  are  connected  to  the  dynamo. 

Four  feeders  are  run  from  the  power-house :  a  No.  000  B.  &  S. 
to  the  White  House ;  a  No.  00  B.  &  S.  to  the  Highland  House  ; 
a  No.  000  B.  &.  S.  to  a  point  near  Heiner’s  Springs  on  the  north 
side  of  the  mountain ;  and  a  No.  i  B.  &  S.  to  a  point  near  No.  13 
turnout.  Mains  of  Nos.  4,  i,  o,  and  000  B.  &  S.  are  run  along 
the  entire  route,  except  from  the  Highland  House  to  the  No.  8 
turnout,  in  which  the  No.  00  feeder  is  used  for  both  purposes. 
The  general  distribution  of  the  mains  and  feeders,  and  their  respec¬ 
tive  sizes,  are  shown  in  the  wiring  diagram.  Fig.  391. 

The  line  resistance  was  determined  at  various  points  by  taking 
simultaneous  readings  at  the  power-house  and  on  the  car,  and 
making  the  computations  from  the  current  and  drop  of  potential 


thus  obtained. 

Mean  resistance  over  entire  line,  in  ohms  .....  o'qS 

Maximum  resistance  on  the  line,  ......  O'Sq 

Minimum  „  „  0*30 

Mean  drop  of  voltage,  per  cent,  (about)  .....  6'o 

Maximum  drop  of  voltage,  per  cent,  (normal  current)  .  .  io’5 

Minimum  ^,,  ,,  jj  •  •  3*9 

Mean  line  efficiency,  per  cent,  (about)  .....  94'0 


The  track  construction  over  the  mountain  is  of  the  railroad 


ELECTRIC  TRACTION. 


A 


'type,  with  56-pound  steel  T-rails,  set  to  standard  gauge  of '4  feet 
inches,  with  standard  tie  system  of  26-inch  spacing,  but  within 
the  city  limits  ordinary  flat  tram-rails  are  used.  The  road  'is 
ballasted  with  two  feet  of  crushed  stone,  and  has  withstood  the 
most  severe  storms,  with  no  wash-outs.  . 

'Road  data  are  given  as  follows  : — 


Track. 


Length  of  road,  including  short  line 

Feet. 

.  41,116 

Miles. 

7787 

Length  of  straight  track  (41 ‘5  per  cent,  of  total) 

17,066 

3'232 

Longest  stretch  of  straight  track 

.  2,000 

0-379 

Average  length  of  straight  portions  of  track  . 

3047 

0-058 

Curves. 

Eight  35  to  40  degree  curves,  mean  length 

.  .  2 

78  feet. 

Two  40  degree  curves  on  a  5  per  cent,  grade. 

The  longest  is  a  35  degree  curve,  3 ’5  per  cent,  grade, 

length  .  .  .  .  .  .  .  .  .  525  ,, 

Ten  20  to  30  degree  curves,  mean  length  ....  377  ,, 

The  longest  is  a  25  degree  curve,  near  Highland 

House,  length  .  .  .  .  .  .  .  .  654  ,, 

Forty-six  10  to  20  degree  curves,  mean  length  .  .  .  251  ,, 

The  longest  is  a  20  degree  curve,  3^64  per  cent,  grade, 

length  ...  ......  690  ,, 

The  steepest  is  a  20  degree  curve,  6*4  per  cent,  grade, 

length . 251  ,, 

Eighteen  o  to  10  degree  curves,  mean  length  .  .  .  378  ,, 

The  longest  is  a  i  degree  40  minute  curve,  3 ’94  per 

cent,  grade,  length  ......  1,047 

The  steepest  is  an  8  degree  curve,  4  per  cent,  grade, 

length . .  460  ,, 

The  average  curvature  (excluding  straight  track)  of  82 


curves  ........ 

17-35  deg. 

Grades. 

Sixteen  grades,  varying  from  i  to  6-4  per  cent. 

Feet. 

Miles. 

The  shortest  grade  is  a  i-oo  per  cent. 

400 

0-07 

The  longest  grade  is  the  3-64  per  cent. 

•  IL575 

2-19 

The  steepest  grade  is  the  6-4  per  cent. 

•  925 

0-18 

Mean  ascending  grade,  round  trip,  3-74  per  cent. 

Total  length  of  ascending  grades 

.  27,805 

5-26 

Total  car-lift,  round  trip  .... 

.  1,040- 

I 

NEVERSINK  MOUNTAIN  ELECTRIC.  RAILROAD.  649 


Mean  descending  grade,  round  trip,  3 •45  per  cent.  Fe-t.  Miles. 

Total  length  of  descending  grades  .  .  .30,170  5*72 

Total  car-drop,  round  trip  ....  i,04ot 
Mean  grade,  Ninth  and  Penn  to  Klapperthal,  7j/a 
Short  Line,  371  per  cent. 

Mean  grade  Ninth  and  Penn  to  Klapperthal,  vid 
Neversink  Mountain  Hotel,  3*475  per  cent. 

Mean  grade  of  the  entire  road,  3*53  per  cent. 

The  following  table  gives  the  speed  of  regular  passenger  cars  on 
the  usual  round  trip  : — 


Includingf  Stops. 

Excluding  Stops. 

Ninth  and  Penn  to  Klapperthal  (over 
the  mountain)  ..... 
Klapperthal  to  Ninth  and  Penn  (uzd 

9*8 

10.9 

Short  Line)  ..... 

Round  trip.  Ninth  and  Penn  and  re- 

8-1 

10 

turn  ....... 

8-75 

10*5 

Running  Time. 

Ninth  and  Penn  to  Klapperthal  (over 

the  mountain)  ..... 
Klapperthal  to  Ninth  and  Penn  {vzd 

42!  min. 

384  min. 

Short  Line) 

304  min. 

244  min. 

Stop  at  Klapperthal  .... 
Round  trip.  Ninth  and  Penn  and  re- 

4  min. 

turn  ....... 

I  hr.  17  min. 

I  hr.  3  min. 

Stops  for  few  passengers,  require  from  j  to  ^  minute. 

Stops  at  regular  stations,  require  from  ^  to  minutes. 
Stops  due  to  connections  injunctions  are  about  4  minutes. 
Stops  at  Klapperthal  terminal  are  about  4  minutes. 


In  the  subjoined  Table  is  given  a  summary  of  power  distribution 
and  efficiencies,  made  with  special  test  car  No.  4,  on  the  two  prin¬ 
cipal  grades,  3*64  per  cent,  and  3*94  per  cent.,  no  other  car  being 
on  the  road  at  that  time.  The  mean  speed  on  the  grades  is 
exclusive  of  stops.  Weight  of  car  alone,  22,000  pounds;  with 
load  during  test,  22,500  pounds. 


650 


ELECTRIC  TRACTION. 


Grade  on  which  reading  is  taken. 

3*64  per  cent. 

34*0  per  cent. 

Time  and  time  interval  on  grade. 

11-37-30 

II-3I-45 

to 

tI-39-30 

12-8-0. 

12-6-0 

to 

12-16-0- 

Conditions. 

Steady. 

Mean. 

Steady, 

Mean. 

Speed  of  turbine  shaft  ... 

Gate  opening,  No.  i  turbine  ...  ...  . 

,,  No.  2  turbine  (fixed  gate) 

Speed  of  car,  miles  per  hour  ...  . 

Q7'o 

317 

i7'4 

I2'4 

98-5 

30*6 

i7'4 

II ‘43 

97-0 

3i'o 

17-4 

ii'4 

ioi'5 

30-2 

17-4 

I0’62 

Power  Delivered. 

Hydraulic  H.P.  delivered  to  turbines 

Turbine  H.P.  delivered  to  transmission  machinery 

H.P.  delivered  to  d5mamo  ...  ...  . 

E.H.P.  delivered  to  line 

E.H.P.  delivered  to  car  motors 

H.P.  delivered  at  car  axles  . 

ico'o 

93'2 

56'i 

4«'5 

46'o 

34‘.SO 

iSy'o 

88*7 

53-15 

45-9 

43-1 

31-92 

i88'2 

91-4 

55-1 

47*6 

44-8 

33-7 

i84'2 

86-0 

51*9 

44'7 

42-3 

31-78 

Power  Lost. 

Turbine  friction  H.P.  ... 

Trans,  machinery  friction  H.P.  . 

Dynamo  losses  ... 

Line  losses... 

Car  motor,  gearing  and  axle  losses . 

q6'8 

37’i 

7-6 

2‘5 

ii'S 

98-3 

35‘55 

7-25 

2'8 

ii'i8 

96-8 

36-3 

7-5 

2-8 

II'I 

98*2 

34*1 

7'2 

2'4 

10-52 

Total  losses,  Hydraulic  H.P.  to  car  axle  H.P. 
H.P.  available  at  car  axle  . 

i55'5 

34‘5 

155-08 

31-92 

154-5 

33-7 

152-42 

31-78 

Total  Hydraulic  H.fi.  delivered  . 

190*0 

iSy'o 

i88'2 

i84'2 

Proportional  Parts  of  Full  Load. 
Hydraulic  load,  per  cent,  of  full  hydraulic  H.P.... 
Turbine  load,  per  cent,  of  full  turbine  H.P. 

Dynamo  load,  per  cent,  of  full  dynamo  output  ... 
IMotor  load,  per  cent,  of  full  motor  output... 

36-2 

22-5 

36' 2 
7)‘5 

35-7 

2 1 '4 
34-2 
68-8 

35-9 

22'I 

35 ‘5 

715 

35-2 

20'6 

33-3 

67-7 

Percentage  Distribution. 

Turbine  friction,  per  cent,  loss 

Trans,  machinery  friction 

Dynamo 

Line... 

Car  motor,  gearing  and  axle  losses . 

Available  power  at  car  axle . 

■509 

■195 

•040 

•013 

•061 

•182 

•526 

•187 

-038 

•015 

•063 

-171 

•514 

-194 

•040 

•014 

‘059 

•179 

-533 

•185 

■039 

-013 

-057 

'I73 

Total  hydraulic  power 

I' 000 

1*000 

I'OOO 

I'OOO 

Summary  of  Efficiencies. 

Efficiency  of  No.  I  turbine  . . 

,,  No.  2  turbine 

,,  coupled  turbines... 

,,  trans.  machinery... 

,,  No.  I  dynamo 

,,  line  mean,  for  given  grade  . 

_ ,,  car  motors,  from  terminals  to  car  axle 

Efficiency  from  dynamo  terminals  to  car  axle 
,,  Hydraulic  H.P.  to  line  H.P. 

,,  Hydraulic  H.P.  to  car  axle  H.P.... 

.'iS-y 

33'8 

49-1 

6o'2 

86'=; 

94 '8 
75'o 
71‘2 

25 '5 
i8'2 

57-4 

32-9 

47-4 

59'9 

86-3 

94' 0 
74'2 

697 

24-5 

17-1 

58-0 

34-0 

48-5 

6o'3 

86-4 

94'i 

75-2 

70'8 

25‘3 

i7‘9 

55-8 

31-4 

46-7 

6o'4 

86'i 

94-8 

75-1 

71'2 

24'2 

I7'2 

PART  VII. 


SUPPLEMENTARY  CHAPTERS. 


CHAPTER  I. 

OIL  MOTOR. 

The  Connelly  oil  motor  has  been  at  work  on  the  Greenwich 
and  the  Croydon  Tramways  since  the  beginning  of  1893.  “  The 

engine,  which  is  fixed  in  a  small  car,  Jias  a  pair  of  overhead 
cylinders  driving  a  crank-shaft,  and  is  capable  of  developing 
12-horse  power  on  the  brake.  The  mineral  oil  is  stored  in  a 
cylindrical  tank  placed  within  another  cylinder  and  carried  above 
the  engine.  The  engine-cylinders  are  kept  cool  by  means  of 
water-jackets,  and  the  water  used  for  this  purpose  is  pumped  up 
to  the  oil  tank  and  circulates  around  it  in  the  annular  space 
between  it  and  the  outer  cylinder.  On  leaving  the  jackets  of  the 
engine-cylinders  the  temperature  of  the  water  is  about  no  deg. 
Fahrenheit,  and  this  is  sufficient  to  heat  up  the  oil  to  a  point  at 
which  it  gives  off  the  vapour  utilised  in  driving  the  engine.  After 
having  imparted  heat  to  the  oil,  the  water  flows  down  to  a  nest  of 
tubes  placed  under  the  car  and  exposed  to  the  atmosphere.  In 
flowing  through  the  tubes  the  water  becomes  cooled  down  suffi¬ 
ciently  to  be  used  for  cooling  the  engine  cylinders,  to  which  it  is 
pumped  up.  The  water,  in  fact,  is  kept  in  constant  circulation, 
first  cooling  the  engine  cylinders,  then  warming  the  oil,  and 
afterwards  being  cooled  down  for  use  over  and  over  again.  The 


652 


SUPPLEMENTAR  V  CHAPTERS. 


ignition  of  the  charge  of  gas  in  the  engine-cylinder  is  effected  by 
electricity,  there  being  a  small  dynamo  in  the  car  in  which  the 
engine  is  mounted.  This  dynamo  is  driven  by  a  strap  from  the 
engine,  and  the  current  is  stored  in  an  accumulator  used  for 
igniting  the  charge,  as  well  as  for  lighting  the  car  at  night.  The 
gearing,  by  means  of  which  this  locomotive  is  driven  and  the  speed 
regulated,  is  very  ingenious.  As  the  speed  of  a  gas-engine  cannot 
be  varied  like  that  of  a  steam-engine,  it  has  to  be  run  at  a  nearly 
uniform  rate,  the  speed  being  controlled  by  the  transmitting  gear¬ 
ing.  This  consists  of  an  iron  disc,  30  inches  in  diameter,  whieh  is 
mounted  vertically  on  the  end  of  the  crank-shaft.  On  a  vertical 
shaft  set  parallel  with  the  disc  is  a  friction-pulley,  12  inches  in 
diameter,  and  capable  of  being  moved  up  and  down  on  the  shaft. 
When,  however,  it  is  revolved  by  contact  with  the  disc,  the  shaft 
on  which  it  is  mounted  revolves  with  it  and  transmits  motion 
through  gearing  to  the  driving  wheels.  The  pulley  can  be  moved 
up  and  down  its  shaft,  farther  from  or  nearer  to  the  shaft,  at  the 
will  of  the  driver.  At  starting  the  pulley  is  brought  into  contact 
with  the  disc  near  its  centre,  which  gives  a  slow  motion  with  great 
power.  For  increasing  the  speed  the  pulley  is  moved  up  its  shaft, 
and  consequently  approaches  the  edge  of  the  disc,  by  which  means 
it  is  revolved  more  rapidly.  When  it  is  desired  to  slacken  speed, 
or  to  stop  the  car,  the  friction-pulley,  still  in  contact  with  the  disc, 
is  moved  down  to  near  the  centre,  at  which  point  it  can  be 
slightly  removed  from  the  face  of  the  disc.  As  the  engine  cannot 
be  reversed,  clutch  gearing  is  employed,  and  is  placed  under  the 
car,  and  at  the  end  of  each  journey  it  is  set  to  drive  the  locomotive 
forwards  or  in  the  opposite  direction  as  may  be  required.  In  this 
engine  the  products  of  combustion  pass  away  noiselessly  and  with¬ 
out  smell,  neither  is  there  any  escape  of  the  vapour  of  the  oil, 
the  consumption  of  which  is  very  low.  From  a  return  of  seven 
days’  working — 14  hours  a  day — it  appears  that  350  trips  were 
made,  covering  507-85  miles,  and  carrying  4,182  passengers,  with 
a  total  consumption  of  70  gallons  of  oil.  On  recently  making  a 
few  runs  with  this  engine  we  found  it  to  work  most  satisfactorily, 
taking  gradients  and  sharp  curves  well,  maintaining  the  Board  of 


OIL  MOTOR,  653 

Trade  regulation  speed  of  eight  miles  an  hour  easily,  and  being 
evidently  capable  of  a  far  higher  speed.’' 

Professor  W.  C.  Unwin  reports  that  the  Connelly  oil  motor, 
running  daily  on  the  Croydon  Tramway,  takes  an  ordinary  tramcar 
for  forty  passengers  over  the  line,  having  gradients  of  i  in  20,  at  an 
average  speed,  including  stoppages,  of  4’65  miles  per  hour.  The 
car  is  completely  under  control,  and  starts  and  stops  on  gradients 
without  difficulty  or  shock. 

:  Mr.  John  S.  Comrie  reports  the  result  of  one  week’s  test-trials 
at  Croydon,  in  December,  1893,  “during  which  the  motor 
travelled  29i’5  car-miles,  carried  1,465  passengers,  and  consumed 
48^  gallons  of  oil,  the  time  on  duty  being  64‘9i6  hours,  and  the 
rate  of  speed  4’49  miles  per  hour,  the  speed  being  regulated  by  the 
horse  traffic.  If  required,  the  motor  can  be  geared  to  run  16  miles 
an  hour. 

“  The  small  number  of  miles  run  and  the  passengers  carried  in 
a  week  arises  from  the  motor  only  having  been  on  duty  in  the 
afternoons  and  evenings  to  suit  the  requirements  of  the  Croydon 
Tramways  Company. 

“The  route  was  from  Poplar  Walk  to  the  Thornton  Heath 
terminus  of  the  Croydon  Tramways,  a  portion  of  the  line  afford¬ 
ing  a  very  varied  and  severe  test,  as,  in  addition  to  loops  or 
passing  places  inseparable  from  a  single  line,  there  are  several 
considerable  curves  and  gradients,  the  most  severe  being  one  of 
5  per  cent.  The  motor,  with  car  and  load,  accomplished  these 
satisfactorily,  on  one  occasion  ascending  the  greatest  gradient 
with  a  car  weighing  over  2\  tons  and  containing  46  passengers, 
and  at  all  times  was  under  perfect  control  as  regards  shunting, 
starting  and  stopping,  the  last  two  operations  being  performed  in 
15  seconds,  without  shock  to  passengers. 

“  With  regard  to  the  special  feature  of  the  motor  which  distin¬ 
guishes  it  from  all  those  hitherto  suggested,  the  gear  transmitting 
the  power  of  the  engine  to  the  wheels  works  excellently,  is 
extremely  ingenious,  and  perfectly  solves  the  hitherto  impossible 
problem  of  adjusting  the  invariable  speed  of  a  gas  or  oil  engine 

*  The  Times,  March  20th,  1893. 


■654 


SUPPLEMENTARY  CHAPTERS. 


to  the  varying  speed  requisite  in  a  tramcar,  and  gives  simultaneously 
the  maximum  of  power  and  the  minimum  of  speed  essential  to  the 
satisfactorv  start. 

“  The  consumption  of  oil  is  *i66  gallon  per  mile,  or  *747  gallon 
per  hour,  and  placed  in  a  locked  reservoir  under  my  supervision, 
and  the  route  being  personally  measured,  and  the  hours  of  duty. 
My  investigation  proves  the  capacity  of  the  motor  to  perform  the 
ordinary  daily  tramway  duty  of  72  miles  per  day  without  having 
to  re-enter  the  depot  to  be  re-charged  with  oil,  as  its  reservoir  is 
capable  of  containing  not  less  than  14  gallons. 

“The  above  results  having  been  obtained  on  a  single  line, 
allowing  only  of  a  speed  of  less  than  4^  miles  an  hour,  it  may  be 
fairly  deduced  that  those  attained  on  a  double  line,  where  a  speed 
of  6  miles  an  hour  would  be  practicable,  should  be  considerably 
better.  The  wear  of  the  face-plate  abutting  on  transmission  gear 
-was  so  slight  as  to  be  scarcely  appreciable.” 


CHAPTER  IT. 


COMPRESSED  GAS  MOTOR. 

A  MOTOR,  driven  by  compressed  coal-gas,  has  lately  been 
introduced  by  the  Traction  Syndicate,  Limited,  as  an  economical 
means  of  tram-car  propulsion.  A  public  trial  of  the  motor  on  the 
line  of  the  Croydon  and  Thornton  Heath  Tramways  Company  is 
reported  in  the  public  press,  the  car  and  its  motor  being  now,  as  a 
result  of  the  trial,  in  regular  work  on  the  line  referred  to.* 

The  motor  is  placed  under  the  tram-car  together  with  three 
cylindrical  gas-holders.  The  machinery  occupies  the  space  under 
one  of  the  seats  of  the  car,  whilst  one  of  the  gas-holders  is  carried 
under  the  opposite  seat,  the  other  two  holders  being  placed  trans¬ 
versely  under  the  car-framing.  The  three  reservoirs  will  hold  a 
sufficient  supply  of  gas  to  serve  for  an  eight-mile  run. 

The  car  is  described  as  “not  noticeably  different  from  a  horse- 
car;  it  runs  quietly  and  easily,  emitting  neither  smoke  nor  steam, 
and  is  quite  under  control.  Inside  passengers  can  hear  a  slight 
rumble  of  machinery,  and  perceive  a  trifling  vibration,  but  practi¬ 
cally  there  is  nothing  to  detract  from  their  comfort.  Neither  they 
nor  bystanders  in  the  street  can  perceive  any  machinery  whatever, 
for  the  engine  and  gearing  are  entirely  enclosed,  the  motor  lying 
under  one  seat,  and  the  wheels  and  clutches  under  the  floor  of 
the  car.”  ^ 

The  car  is  about  i8  feet  long,  and,  with  the  machinery,  weighs 
5^  tons.  It  is  driven  from  either  end,  there  being  a  starting  and 
stopping  lever  and  a  hand-brake  on  each  platform.  The  motor, 

*  For  reports  of  the  trial,  see  Times  of  20th  June,  1893,  and 
Eiigineering  oi  22nd  June,  1893. 


656 


SUPPLEMENTARY  CHAPTERS. 


which  is  of  the  Otto  type,  and  is  specially  constructed  for  tramway 
work,  has  a  slow  and  a  quick  speed,  although  the  latter  cannot 
exceed  the  maximum  of  eight  miles  allowed  by  the  Board  of 
Trade.  The  ignition  of  the  charge  in  the  motor  cylinders  is 
effected  by  electricity,  and  the  cylinders  exhaust  into  a  condenser, 
so  that  it  is  cleansed,  no  smell  arises,  and  no  public  nuisance  is 
created  by  the  escape  of  the  products  of  combustion  into  the 
atmosphere. 

The  driver  stands  on  the  end  platform,  with  the  usual  brake 
handle  beside  him,  and  in  front  of  him  a  lever  which  operates  the 
clutches  controlling  the  gearing.  With  the  lever  vertical  the 
engine  is  out  of  engagement  with  the  axles ;  when  the  lever  is 
placed  to  one  side  or  the  other,  the  slow  or  the  fast  gear  is  in 
engagement. 

The  motor  has  two  cylinders,  placed  face  to  face  at  opposite 
sides  of  the  crank-shaft,  and  both  driving  on  to  one  crank.  At 
one  end  of  the  shaft,  that  nearest  the  side  of  the  car,  is  a  fly¬ 
wheel,  and  at  the  other  end  a  pinion,  gearing  into  a  wheel  on 
the  first  motion  shaft  which  lies  under  the  floor  of  the  car. 
On  this  shaft  are  two  pinions,  either  of  which  can  be  made  to 
drive  a  second  motion  shaft,  the  large  pinion  giving  a  speed  of 
eight  miles  an  hour  to  the  car,  and  the  small  pinion  half  that 
speed. 

Each  of  these  pinions  is  furnished  with  a  friction  clutch,  con-  ' 
sisting  of  two  discs  with  a  ring  of  beechwood  between  them.  One 
disc  is  set  up  towards  the  other  by  means  of  bell-cranks  and  spring 
toggle  arms  pivoted  to  a  sliding  collar,  the  arrangement  being 
such  that  when  the  clutch  is  in  engagement  the  pressure  of  the 
arms  is  about  at  right  angles  to  the  shaft,  and  there  is  no  end 
thrust  on  the  sliding  collar.  The  second  motion  shaft  is  geared 
to  the  axles  by  pitch  chains.  For  driving  in  the  opposite  direc¬ 
tion,  the  rotation  of  the  first  motion  shaft  is  reversed  by  means  of 
intermediate  wheels  and  claw  clutches. 

Although  with  gas-driven  car  the  engine  must  not  be  stopped  e7i 
route^hvX  must  run  constantly,  whatever  the  car  may  do,  it  is  suscep¬ 
tible  of  a  certain  amount  of  regulation.  When  the  work  is  light,  the 


COMPRESSED  GAS  MOTOR. 


657 


governor  cuts  off  the  gas  supply  to  one  cylinder  entirely,  the  other 
doing  all  the  work.  The  governor  is  loaded  by  a  spring  on  the 
spindle,  and  also  by  weights  on  an  external  lever,  and  these 
weights  can  be  lifted  by  the  same  handle  that  operates  the 
clutches.  By  this  means  the  speed  of  the  engine  is  reduced  by 
some  50  per  cent,  when  the  car  is  standing,  and,  further,  the  gas 
admission  is  delayed  till  half-stroke,  with  the  result  that  the  explo¬ 
sion  is  rendered  much  more  gentle,  and  less  likely  to  give  rise  to 
vibration. 

The  charging-station  is  at  the  depot  of  the  Croydon  and  Thorn¬ 
ton  Heath  Tramways  Company,  at  Thornton  Heath,  where  an 
8-horse  power  Otto  gas  engine  drives  a  compressor.  By  this  latter  the 
gas,  which  is  taken  from  the  gas  company’s  mains,  is  i:)umped  into 
a  steel  cylindrical  receiver  25  feet  in  length  and  4  feet  in  diameter,, 
at  a  final  pressure  of  ten  atmospheres  as  a  maximum,  or  150  lbs. 
per  square  inch.  This  plant  is  equal  to  the  supply  of  five  tram- 
cars,  the  number  which  it  is  intended  to  place  on  the  line  for  the 
present.  Five  more  are  to  be  added  in  due  course,  when  another 
compressor  and  receiver  will  be  put  down  and  will  be  driven  by 
the  present  engine,  which  is  of  sufficient  power  for  the  purpose. 
From  the  receiver  a  pipe  is  laid  down  to  the  tram-car  charging- 
point,  the  cylinders  on  the  car  being  charged  in  the  same  way  as^ 
those  of  railway  carriages  are  charged  with  gas  for  lighting  purposes. 
'Fhe  pressure  in  the  tramcar  cylinders  is  about  eight  atmos¬ 
pheres,  or  120  lbs.  per  square  inch,  at  starting. 

It  carries  28  passengers  in  all,  and  makes  a  very  fair  speed,  the 
limit  allowed  by  the  Board  of  Trade  being  8  miles  per  hour.  With 
the  slow  gear  it  will  readily  mount  an  incline  near  Thornton  Heath 
station  of  i  in  23,  with  a  short  piece  of  i  in  16,  and  in  coming 
down  it  can  be  stopped  by  the  brakes  in  its  own  length.  It  also 
goes  round  a  curve  of  35  feet  radius  on  a  i  in  27  grade.  Its 
weight,  filled  with  passengers,  is  5i-  tons.  The  first  cost  of  the 
car,  with  its  motor,  it  is  stated,  is  not  greatly  different  from  that 
of  a  horse-car  with  its  ii  horses.  For  gas  it  costs  id.  per  mile, 
against  g^d.  per  mile  for  fodder  and  bedding  for  horses.  So  that 
it  starts  with  an  advantage  of  2  Jd.  per  mile. 


TT  u 


CHAPTER  III. 


SC/MM  ARY  REMARKS  ON  MECHANICAL  MOTORS. 

]\[echanical  motors  in  considerable  variety  have,  in  addition  to 
horses,  been  passed  in  review  : — compressed-air  locomotives,  steam 
locomotives,  fireless  locomotives,  cables,  electric  locomotives.  In 
addition  to  these  may  be  noted  oil  motors,  and  compressed-gas 
motors,  of  recent  introduction.  The  practice  of  the  Birmingham 
Central  Tramways,  on  which  four  systems  of  traction  have  been 
in  work  for  some  years,  affords  a  means  of  making  direct  com¬ 
parisons  under  like  general  conditions  of  gradients,.  &c.  The 
receipts  and  expenses,  shown,  page  85,  averaged,  for  the  three 
years  ending  June  30,  1891,  1892,  and  1893,  as  follows  : — 


Three  years  ending  June  30,  1893. 

Average  Receipts 
er  mile  run. 

Average  Expenses 
per  mile  run. 

Pence. 

Pence. 

Steam  .... 

i5'«7 

11*41 

Horse  .... 

11*05 

9*89 

Cable  .... 

12*57 

6*28 

Electric  .... 

15*09 

13-95 

Here  the  cable  system  of  traction  is  conspicuously  the  lowest 
in  working  cost :  6*28  pence  per  mile,  followed  by  9*89  pence  for 
horse-power,  11*41  pence  for  steam-power,  and  13*95  pence  for 
electric  power  by  the  accumulator,  which  is  more  than  twice  the 
cost  for  cable-power. 

Carefully  prepared  comparative  estimates  have  been  drawn  up 


MECHANICAL  MOTORS. 


^59 


by  Mr.  C.  B.  Fairchild/*'  showing  the  capital  and  working  costs 
of  cable  roads  and  electric  roads.  The  estimates  are  for  three 
miles  of  double-track,  with  the  power  station  near  the  centre  of 
the  line.  Trains  consisting  of  a  motor  car  in  one  case  and  a  grip 
car  in  the  other,  with  a  trailer,  run  on  a  four-minute  headway, 
requiring  15  trains.  This,  of  course,  gives  the  same  car  mileage 
as  30  single  cars  on  a  two-minute  headway  would  run.  The 
average  speed  calculated  on  ps  about  6  miles  an  hour,  the  maxi¬ 
mum  being  8,  and  the  cars  run  19^  hours  a  day.  Summaries  of 
the  estimates  are  as  follows  : — 


Electric. — Road  Cost. 


Road  bed  ...... 

Special  street  construction  . 

Overhead  construction 
Special  overhead  construction 
Power-house  and  plant 
Rolling  stock  and  equipment 
Car  barn  and  repair  shops  , 

Auxiliary  appliances  .... 

Engineering,  legal,  and  miscellaneous,  at  $5,000 


Dollars. 

163,822*80 

1,811*50 

16,361*40 

418*00 

134^750‘of^ 

74,625*00 

40,000*00 

8,650*00 


per  mile 

•  •  •  • 

15,000*00 

Total  for  three  miles  double  track  . 

45543870 

Cable.— 

-Road  Cost. 

Dollars. 

Power-house  and  plant 

•  •  •  '  • 

102,000 

General  street  construction 

•  •  .  . 

304.396 

Special  street  construction 

• 

28,500 

Rolling  stock 

33.000 

Car  barn  and  repair  shops 

. 

37.500 

Auxiliary  appliances 

•  •  •  • 

6,050 

Engineering,  legal,  and  miscellaneous,  at  $4,000 

per  mile 

•  •  *  • 

12,000 

Total  for  three  m 

iles  double  track  . 

523446 

Putting  the  figures  into  British  money  roughly,  it  will  be  seen 
that  the  electric  road  is  estimated  to  cost  ;£'9 1,088,  against 


.See  Street  Raihuays  :  their  Construction^  Operation^  and  Maintenance. 


U  U  2 


66o 


SUPPLEMENTAR  V  CHAPTERS. 


__;£’io4,689  for  the  cable.  This  is  ^£30, ^6;^  per  mile  double¬ 
track  for  the  former,  and  ;2^34j896  for  the  latter. 

The  cost  of  constructing  a  longer  electric  line  would  be  in 
direct  proportion  to  the  number  of  miles,  and  the  cost  for  power 
plant  will  increase  according  to  the  number  of  cars,  but  the  cost 
of  real  estate,  power  and  car  houses,  will  remain  the  same  for  a 
considerable  increase  of  mileage  or  traffic.  Similarly,  for  the 
cable,  the  cost  of  street  construction  would  be  in  proportion  to 
the  length  of  the  line,  but  one  power-house,  if  properly  located, 
and  one  main  vault,  will  answer  fora  six-mile  line.  Under  favour¬ 
able  conditions  one  station  will  serve  for  operating  half-a-dozen  or 
more  lines.  Besides  that,  the  cost  of  additional  cable  cars  and 
engine-power  would  be  a  mere  trifle  compared  to  that  of  the 
additional  electric  cars,  dynamos,  and  engine-power. 

Mr.  Fairchild’s  estimates  of  the  working  costs  per  day  for  an 
electric  line  and  a  cable  line,  constructed  according  to  the  fore¬ 
going  estimates,  are  as  follows  : — 


Electric  Road. — Working  Cost  per  Day. 

Dels. 

Twelve  tons  of  coal  at  $2'5o  ......  30 

Water,  oil,  and  grease  for  engines,  generators,  cars, 

and  motors  .  .  .  .  .  .  .10 

Depreciation  of  plant  and  rolling  stock  .  .  -38 

Sixty-six  motor-men  and  conductors  at  $2  .  .  -  132 

Engineers,  firemen,  and  dynamo  tenders  .  .  -25 

Car-house  service,  inclusive  of  cleaning,  inspection,  (S:c.  20 

Power  and  car-house  expenses  .....  6 

Track  service  ........  8 

Repairs  to  engines,  generators,  line  machinery,  electric- 

power  equipment,  and  miscellaneous  .  .  *13 

Repairs  to  cars,  trucks,  and  motors  .  .  .  -78 

Repairs  to  track,  overhead  construction,  and  buildings  4;- 
Track  cleaning,  train  and  shop  expenses  .  .  -14 

Injury  to  persons  and  property  .  .  .  .10 

Legal,  secret  service,  and  insurance  ....  8 

Licences  and  taxes  .......  y 

General  and  miscellaneous  expenses  .  .  .  .  32 

Total . 4~8 


MECHANICAL  MOTORS, 


66l 


Cable  Road. — Working  Cost  per  Day. 


Dols. 


Five  and  a-half  tons  coal  at  $2 '50 
Water,  oil,  and  grease  . 

Depreciation  of  rope 

Sixty-six  grip-men  and  conductors  at  $2 

Power  and  car-house  service 

Track  service  .... 

Repairs  to  engines  and  line  machinery 

Repairs  to 'grips  and  cars 

Repairs  to  track  and  buildings 

House,  track,  and  cable  expenses 

Injury  to  persons  and  property 

Licences  and  taxes 

General  and  miscellaneous  expenses 


2 


7 


6 

4 

7 

23 


6 


Total 


The  items  are  carefully  stated  in  the  same  form  where  that  is 
possible,  and  the  different  class  of  work  renders  it  impossible  in 
others.  The  great  economy  in  the  matters  of  coal  and  repairs 
with  the  cable  system  is  readily  noticeable.  With  a  maximum 
speed  of  8  miles  an  hour  (the  average  being  about  6)  for  19F 
hours  per  day,  each  train  would  make  no  miles  per  day,  and  15 
trains  would  make  1,650  train-miles,  or  3,300  car-miles.  The 
total  operating  expenses  would  therefore  be  14*5  cents  per  car- 
mile  for  the  electric,  and  rather  over  8’3  cents  for  the  cable. 
The  point  is  that  the  cable  is  fully  3d.  per  car-mile  cheaper  to 
work  on  a  two-minute  (car)  headway  than  the  electric  road. 
This  on  the  mileage  gives  a  saving  of  over  ^41  per  day,  or 
^12,911  per  year,  exclusive  of  Sundays.  At  5  per  cent,  interest 
rhat  represents  a  capital  of  ^2^8,220.  It  can  thus  be  readily 
seen  that  in  the  long  run  the  cable  is  much  cheaper  than  the 
electric  system  for  heavy  work.  In  estimating  the  operating 
expenses  of  cable  tramways,  it  has  to  be  remembered  that  about 
one-half  the  cost  remains  unchanged  by  any  alteration  in  the 
amount  of  the  traffic,  while  the  other  half  varies  as  the  traffic 
varies.  With  electricity,  on  the  other  hand,  about  one-third  of 
the  cost  remains  constant  by  a  limited  increase  or  decrease  in  the 


662 


SUPPLEMENTARY  CHAPTERS. 


traffic,  while  the  other  two-thirds  varies  as  the  traffic  varies. 
Hence,  again,  let  us  have  electricity  for  light  traffic,  and  cable  for 
the  severe  work. 

The  variations  of  working  cost,  for  materials  and  wages  for 
repairs  only,  are  exemplified  in  the  following  instances,  in  which 
general  charges  are  not  included  : — 

Pence 
per  mile. 

Bessbrook  and  Newry  Tramway  : — Wages,  mainte¬ 
nance  and  repair,  stores  .....  3’94 

City  and  South  London  Railway  : — Working  and  re¬ 
pairs,  generator  station,  4*59,  locomotive  service, 

23^*  •  •  *  •  •  •  •  .6  90 

Blackpool  Electric  Tramway  : — Repairs,  total  wages, 

excluding  general  charges,  coal,  and  stores  .  5’34 

Birmingham  Central  Tramways  : — Electric  haulage, 

5’i5,  machinery,  ’29  .....  .  5-44 

It  is  to  be  noted  that  the  rails  of  the  South  London  and  City 
line  are  not  grooved,  and  that  their  resistance  is  much  less  than 
that  of  grooved  rails,  as  already  shown  by  results  of  trials. 
Nevertheless,  the  cost  for  the  South  London  line  is  the  highest  in 
the  group.  But  the  speed  is  also  the  highest. 

Further  comparative  evidence  is  wanted. 


CHAPTER  IV. 


POINTS  AND  CROSSINGS. 

The  most  usual  combinations  of  points  and  crossings,  whereby 
the  rolling  stock  may  be  shifted  from  one  line  of  rails  to  another, 
are  shown  diagrammatically  in  Plate  XII.  (Figs.  392  to  408). 

Fig.  392  shows  a  passing-place  on  a  single  line ;  Fig.  393,  a 
“ triangle  ”  junction  of  single  lines;  Fig.  394,  a  single  cross-over 
road ;  and  Fig.  395,  a  double  cross-over  road. 

Points  are  of  three  types  : — Open,  when  both  points  of  a  pair 
are  open  ;  fixed,  when  one  point  is  fixed,  and  the  other  moveable  ; 
moveable,  when  both  points  of  a  pair  are  moveable. 

Open  points  are  known  also  as  dumb  or  dummy  points.  A 
broken  section  of  the  open  point — box  section — is  shown  in  Fig. 
396.  The  upper  part  is  chilled,  or  hardened.  The  chill  usually 
penetrates  to  a  depth  of  from  ^  inch  to  f  inch  in  depth.  Open 
points  are  employed  for  running-out  or  trailing  points,  or  as  facing 
points  on  horse-worked  lines,  where  alternative  routes  diverge,  the 
car  being  pulled  over  by  the  horses  to  the  desired  line. 

Fixed  points  are  required  for  automatically  compelling  entering 
cars  to  take  one  and  the  same  direction.  It  is  usual  to  fill  up  the 
right-hand  groove  of  the  right-hand  point  at  its  entrance,  thus 
forcing  the  entering  car  to  take  the  left-hand  load. 

The  moveable  chilled  tongue  points  (Figs.  397,  398)  are  em¬ 
ployed  principally  where  the  cars  are  to  take  alternative  routes. 
A  tongue  may  be  automatically  held  over  to  one  hand  by  means 
of  a  spring.  The  pair  of  points  are  suited  for  girder  rails,  with 
fish-plates  fused  in  the  ends,  in  the  proper  positions  for  being 


664 


POINTS  AND  CROSSINGS. 


bolted  up  to  the  rails.  But  the  outside  fish-plate  of  each  pair,  at 
one  or  at  each  end,  may  be  left  loose. 

Crossings  are  made  to  any  required  angle.  The  usual  angle 
for  passing-places,  sidings,  and  cross-over  roads  is  i  in  5  or  i  in  6. 
Sharper  angles,  up  to  i  in  9,  are  sometimes  taken  ;  and  larger 
angles  down  to  i  in  2I.  Ordinary  crossings  are  shown  in  Figs. 
399  and  400.  They  are  suitable  for  cross-over  roads,  passing 
places,  branches,  and  sidings.  The  first  of  these  shows  end  chairs 
to  receive  the  channel  rail.  In  the  second,  fish-plates  are  fused  in 
the  ends,  to  connect  to  the  girder  rail.  The  outside  fish-plate  of 
each  pair  at  one  or  both  ends  may  be  loose. 

Chilled  cast  iron,  as  just  described,  is  generally  used  as  the 
material  of  ooints  and  crossings.  It  is  the  hardest  of  materials. 

i.  O 

Cast  steel  annealed  is  extensively  used  on  steam  tramways. 
Though  less  hard  than  chilled  cast  iron,  it  is  tougher. 

In  built  up  points,  made  from  the  rolled  Bessemer  steel  rail,  the 
steel  is  generally  uniform  in  temper,  and  harder  than  annealed 
cast  steel.  Mr.  James  More"'  considers  rail  steel  to  be  more 
durable  than  annealed  cast  steel,  or  chilled  cast  iron.  An  example 
of  built-up  points,  made  from  7-inch  girder  rails,  is  shown  in  Figs. 
401,  402,  403.  Cross-sections  of  these  points  are  shown  in  Figs. 
404,  405. 

A  moveable  point,  made  from  the  rail,  is  shown  in  plan  and 
elevation  in  Figs.  406,  407. 

A  built-up  crossing  is  shown  in  Fig.  408,  made  from  the  rails 
used  on  the  line.  The  running-through  rail  should  be  from  10 
to  12  feet  long,  and  the  crossing  rail  from  8  to  10  feet  long,  in 
order  to  break  joint. 

*  See  a  paper  on  “  Tramway  Permanent  Way,”  by  James  More, 
Jun.,  in  the  Minutes  of  Proceedings  of  the  Institution  of  Civil 
E7igineers,  vol.  ciii.,  1890-91. 


Plate  XU. 


599.  ]V 


Fig.  404.  Cross-section  of  Built-up  Fixed  Point  aCA. 

Scale  I -3rd. 


Fig.  405, 


Figs. 


] 

Cross-section  of  Built-up  Fixed  Point  at  B.  Scale  i-3rd. 


[  To  face  page  664, 


Plate  XI 1. 


Fig.  404.  Cross-section  of  Built-up  Fixed  Point  at]A. 
Scale  I -3rd. 


PLAN  OF  OPEN  POINT 


PLAN  OF  FIXED  POINT. 


a  0 


ELEVATION  OF  POINTS. 


Figs.  401,  402,  403.  Built-up  Fixed  Points.  .Scale  i-24th. 


Fig.  408.  Built-up  Crossing. 


P'lG.  405.  Cross-section  of  Built-up  Fixed  Point  at  B.  Scale  l-3rd. 


POINTS  AND  CROSSINGS. 


[71;  face  page  664. 


APPENDIX  A. 


PARLIAMENTARY  AND  OFFICIAL 
REGULATIONS. 


I.  The  Tramways  Act,  1870 . 

II.  Board  of  Trade  Rules . 

III.  Forms  of  Byelaws  and  Regulations  issued  by  the 
Board  of  Trade: — 

(i)  For  a  Local  Authority . 

(ii)  For  a  Company . 

(iii)  With  respect  to  the  Use  of  Steam  Power 

(iv)  AVith  respect  to  Electric  Traction  . 

I  A".  Parliamentary  Enactments  as  to  Scotland  and 

Ireland  . 

V.  Terms  of  Purchase  of  Tramm^ays  by  Local  Authori¬ 
ties  (Judgment  of  the  House  of  Lords)  . 


PAGE 

667 — 672 

673—693 


694,  695 

696 - 698 

699 - 701 

702  —  707 


708 - 709 


7IC— 727 


PARLIAMENTARY  AND  OFFICIAL 
REGULATIONS. 


I.— The  Tramways  Act,  1870. 

This  statute,  33  &  34  Viet.  c.  78,  the  full  title  of  which  is  “An  Act 
to  facilitate  the  construction  and  to  regulate  the  working  of  Tram¬ 
ways  — is  the  principal  enactment  dealing  with  tramways  in  Great 
Britain.  The  Act  does  not  extend  to  Ireland  (s.  2).  Previous  to 
the  passing  of  the  Act,  the  decisions  of  the  Examiner  and  of  the 
Standing  Committee  of  the  House  of  Lords  on  the  Liverpool  Tramway 
Bill  of  1866  had  rendered  it  necessary  for  promoters  of  tramways  to 
deposit  plans  and  sections  of  their  proposed  undertakings. 

Part  I.  of  the  Act  deals  with  Provisional  Orders  authorising 
the  construction  of  tramways,  and  provides  (s.  4)  that  the  Local 
Authority  (seeposf,  p.  673)  of  any  district  may  obtain  such  Orders  for 
tramways  in  their  district  ;  and  the  like  power  is  given  to  any  other 
person  or  persons,  corporation  or  company,  with  the  consent  of  the 
Board  of  Trade  and  the  Local  Authority,  but  not  otherwise.  Any  such 
Local  Authority,  person,  persons,  corporation,  or  company  obtaining 
such  Provisional  Order,  are  to  be  deemed  promoters  of  the  tramway 
(s.  4)-* 

Upon  application  for  a  Provisional  Order  being  made  to  the  Board 
of  Trade,  the  Board  are  to  consider  the  application,  and  may,  if  they 
think  fit,  direct  inquiries  as  to  the  propriety  of  proceeding  upon  such 

*  Tramways  Orders  Confirmation  Acts. — Provisional  Orders  made 
by  the  Board  of  Trade  under  the  authority  of  the  Tramways  Act,  1870,  to 
acquire  final  validity  and  force,  must  be  confirmed  by  special  Acts  cf 
Parliament.  These  are  distinguished  as  “Tramways  Oiders  Confirmation 
Acts,”  by  which  the  Orders  set  out  in  the  Schedules  to  the  Acts  respecLi\eJy 
are  confirmed. 


Provisional 

Orders. 


068 


APPENDIX. 


application,  and  they  are  to  consider  any  objection  thereto  that  may  be 
lodged  with  them,  and  to  determine  whether  or  not  the  promoters 
may  proceed  with  the  application  (s.  7). 

[At  pp.  673 — 6g^,posI,  will  be  found  the  full  text  of  the  Rules  issued 
by  the  Board  of  Trade  w'ith  respect  to  Provisional  Orders.] 

Where  it  appears  to  the  Board  of  Trade  expedient,  they  may  make 
a  Provisional  Order,  which  Order  shall  empower  the  promoters  to 
make  the  tramway  upon  the  gauge  and  in  the  manner  therein 
described,  and  shall  contain  such  provisions  as  (subject  to  the  require¬ 
ments  of  the  Act)  the  Board  of  Trade,  according  to  the  nature  of  the 
application  and  tlie  facts  and  circumstances  of  each  case,  shall 
think  fit ;  but  such  Order  is  not  to  contain  any  provision  for  acquiring 
lands,  except  to  an  extent  therein  limited,  and  only  then  by  agree¬ 
ment,  or  to  construct  a  tramway  elsewhere  than  along  or  across  a  road, 
or  upon  land  taken  by  agreement  (s.  8). 

Tramways  shall  be  constructed  as  near  as  may  be  in  the  middle  of 
the  road,  and  shall  not  be  so  laid  that,  for  a  distance  of  30  feet  or 
upwards,  a  less  surface  than  9  feet  6  inches  shall  intervene  between 
the  outside  of  the  footpaths  on  either  side  of  the  road,  and  the  nearest 
rail  of  the  tramway,  if  one-third  of  the  owners  or  one-third  of  the 
occupiers  of  the  houses,  shops,  or  warehouses  abutting  upon  the  part 
of  the  road  where  such  less  space  shall  intervene,  as  aforesaid,  express 
their  dissent  from  any  tramway  being  so  laid  (s.  9). 

The  nature  of  the  traffic  on  the  tramway,  and  the  tolls  to  be  taken, 
are  to  be  specified  in  the  Provisional  Order  (s.  10). 

The  Provisional  Order  is  not  to  be  granted  until  the  promoters 
deposit  in  a  bank  as  there  prescribed,  a  sum  of  not  less  than  4  per 
cent,  upon  the  estimated  expense,  or  security  of  equal  value  is 
deposited  (s.  12). 

The  Provisional  Order  is  not  to  have  any  operation,  until  confirmed, 
with  or  without  amendment,  by  an  Act  of  Parliament,  and  it  is  to  be 
open  to  parties  to  petition  against  the  Act  and  to  appear  and  oppose 
the  Bill  in  Committee  (s.  14). 

The  Board  of  Trade,  on  the  application  of  the  promoters,  may 
revoke,  amend,  extend,  or  vary  such  Provisional  Order  by  a  further 
Provisional  Order,  but  the  application  for  every  such  Provisional 
Order  will  be  subject  to  the  same  conditions  as  the  former  Provisional 
Order,  and  will  require  confirmation  by  an  Act  of  Parliament  (s.  16). 

If  the  promoters  do  not  complete  the  tramway  and  open  it  for 
public  traffic  within  two  years  of  the  date  of  the  Order,  or  within  any 
shorter  period  prescribed  in  the  Order  ;  or  if,  within  one  year  from 
either  of  those  times,  the  W’orks  are  not  substantially  commenced,  or, 
if  commenced,  are  suspended  without  a  reason  sufficient  in  the  opinion 


TRAMWAYS  ACT. 


669 


of  the  Board  of  Trade,  the  powers  given  by  the  Order  shall  cease, 
except  as  to  so  much  of  the  same  as  is  then  completed,  unless  the  time 
be  prolonged  by  the  Board,  and  as  to  so  much  of  the  same  as  is  then 
completed,  the  Board  may  allow  the  powers  to  continue  and  to  be 
exercised  if  they  think  fit ;  but,  failing  such  permission,  then  so  much 
of  the  tramway  as  is  then  completed  shall  be  deemed  to  be  dis¬ 
continued,  and  dealt  with  accordingly  (s.  t8). 

When  a  tramway  has  been  made  by  a  Local  Authority,  or  posses¬ 
sion  has  been  acquired  by  a  Local  Authority,  they  may,  with  the 
consent  of  the  Board  of  Trade,  lease  to  any  person  the  right  of  user 
thereof,  and  of  demanding  and  taking  authorised  tolls  and  charges  ; 
or  the  Local  Authority  may  leave  such  tramways  open  to  be  used  by 
the  public,  and  may,  in  respect  of  such  cases,  take  the  tolls  and 
charges  authorised  ;  but  no  Local  Authority  can  place  or  run 
carriages  upon  such  tramways,  and  demand  and  take  tolls  and  charges 
in  respect  of  the  use  of  such  carriages.  Every  such  lease  shall  be  for 
a  term  not  exceeding  twenty- one  years,  and  at  its  expiration  such 
lease  may,  with  the  consent  of  the  Board,  be  renewed  for  a  further 
term  not  exceeding  in  any  case  twenty-one  years  ;  the  lease  to  be 
void  if  the  lessees  discontinue  the  working  of  the  tramway  (s.  19). 

Special  provision  is  made  by  the  Act  for  payment  out  of  the  local 
rate  of  all  expenses  incurred  by  a  Local  Authority  in  obtaining  and 
carrying  into  effect  a  Provisional  Order  authorising  the  construction  of 
tramways  (ss.  20,  21}. 

Part  II.  of  the  Act  relates  to  the  Construction  of  "I'kamways, 
and  (together  with  Part  HI.)  is  to  be  incorporated  with  every  Provi¬ 
sional  Order  or  special  Act  authorising  a  tramway,  except  so  far  as 
they  may  be  expressly  varied  thereby  (ss.  22,  23,  24). 

If  no  gauge  is  prescribed  by  the  special  Act,  the  gauge  is  to  be  such 
as  to  admit  of  the  use  on  the  tramwaysof  carriages  constructed  for  use 
upon  railways  of  a  gauge  of  4  feet  8^  inches.  They  are  to  be  laid  on 
a  level  with  the  surface  of  the  road  (s.  25). 

Powers  are  given  to  promoters  to  break  up  streets  ;  and  provision 
is  made  for  the  completion  of  the  works  and  the  reinstatement  of  the 
road,  for  the  repair  of  the  part  of  the  road  where  the  tramway  is  laid, 
and  for  contracts  between  the  road  authority  and  the  promoters  for 
paving  roads  on  which  tramways  are  laid ;  also  for  the  case  of 
interference  with  the  mains  of  gas  and  water  companies,  and  for  the 
protection  of  sewers,  drains,  and  the  like  (ss.  26 — 31). 

The  Act  further  preserves  the  rights  of  authorities  and  companies, 
(Src.,  to  open  roads  (s.  32),  and  provides  for  the  settlement  of  all 
differences  that  may  arise  between  the  promoters  and  the  road 


Construc¬ 
tion  of 
Tramways. 


APPENDIX. 


General 

Provisions. 


Oyo 

authority  or  other  body  or  person  by  a  referee  to  be  appointed  by  the 
Board  of  Trade  (s.  33). 

Part  III.  of  the  Act  contains  General  Provisions  relating  to  the 
working  of  tramways. 

Carriages. — The  promoters  are  to  have  the  exclusive  use  of  the 
tramways  for  carriages  with  flange- wheels  or  other  wheels  suitable 
only  to  run  on  the  prescribed  rail,  to  be  moved  by  the  power  prescribed 
by  the  Special  Act  ;  and,  where  no  such  power  is  prescribed,  by 
animal  power  only.  No  carriage  shall  extend  beyond  the  outer  edge 
of  the  wheels  of  such  carriage  more  than  1 1  inches  on  each  side 
34)- 

Licenses. — If  the  Local  Authority  or  twenty  inhabitant  ratepayers, 
satisfy  the  Board  of  Trade  that  the  public  are  deprived  of  the  full 
benefit  of  the  tramway,  licenses  to  use  it  may  be  granted  to  third 
parties  by  the  Board  of  Trade  on  certain  prescribed  conditions,  provi¬ 
sion  being  made  by  the  Act  for  enforcing  payment  of  tolls,  &c. 
(ss.  35—41)- 

Discontinuance  of  Tramways. — If  the  working  of  a  tramway,  orot 
any  part  thereof,  is  discontinued  for  the  space  of  three  months  (such 
discontinuance  not  being  occasioned  by  circumstances  beyond  the 
control  of  the  promoters),  the  powers  of  the  promoters  in  respect  of 
such  disused  tramway,  or  portion  thereof,  may  be  determined  by  an 
order  of  the  Board  of  Trade.  At  any  time  after  two  months  from  the 
date  of  such  order,  the  road  authority  may  remove  the  disused  portion 
of  tramways  at  the  cost  of  the  promoters  (s.  41). 

Insolvency  of  Projnoters. — If  at  any  time  after  opening  of  a  tram¬ 
way  for  traffic  the  promoters  appear  to  be  insolvent  or  unable  to 
maintain  the  tramv/ay,  the  Board  of  Trade,  on  the  application  of  the 
Local  Authority  or  road  authority,  and  after  enquiry  by  a  referee,  may 
make  an  order  declaring  that  the  powers  of  the  promoters  shall  cease 
at  the  expiration  of  six  months  from  the  date  of  the  order,  unless  the 
same  are  purchased  by  the  Local  Authority,  who  may,  in  that  event, 
remove  the  tramway  at  the  cost  of  the  promoters  (s.  42). 

PiLrchase  and  Sale  of  'Tramways. — Where  the  promoters  of  a 
tramway  are  not  the  Local  Authority,  the  Local  Authority  may,  within 
six  months  after  the  expiration  of  a  period  of  twenty-one  years 
from  the  time  when  such  promoters  were  empowered  to  construct 
such  tramway,  and  within  six  months  after  the  expiration  of  every 
subsequent  period  of  seven  years,  or  within  three  months  after 
any  order  made  by  the  Board  of  Trade  under  ss.  41,  42,  with  the 
approval  of  the  Board  of  Trade,  require  the  promoters  to  sell  their 
undertaking,  upon  terms  of  paying  the  then  value  (exclusive  of  any 


7'RAMWAYS  ACT, 


67  1 

allowance  for  past  or  future  promts  of  the  undertaking,  or  any  com¬ 
pensation  for  compulsory  sale,  or  other  consideration  whatsoever)  of 
the  tramway,  and  all  lands,  buildings,  works,  materials,  and  plant 
of  the  promoters  suitable  to  and  used  by  them  for  the  purposes 
thereof,  such  value  to  be  in  case  of  difference  determined  by  a 
referee  nominated  by  the  Board  of  Trade. 

The  Local  Authority  in  any  district  may  pay  the  purchase  money 
and  all  expenses  incurred  by  them  in  so  purchasing  an  undertaking 
out  of  the  like  rate,  and  shall  have  the  like  powers  of  borrowing 
on  the  security  of  the  rate,  as  if  such  expenses  were  incurred  in 
obtaining  and  carrying  into  effect  a  Provisional  Order  under  the 
Act. 

Two  or  more  Local  Authorities  may  jointly  purchase  any  under¬ 
taking  within  their  several  districts  (s.  43). 

Where  a  tramway  has  been  opened  for  traffic  for  six  months  the 
promoters  may,  with  the  consent  of  the  Board  of  Trade,  sell  their 
undertaking  to  any  person,  persons,  corporation,  or  company,  or  to 
the  Local  Authority  of  the  district ;  and  where  such  sale  is  made  to 
the  Local  Authority  such  Local  Authority  may  pay  the  purchase 
money  in  like  manner  as  if  such  purchase  were  made  under  the 
authority  of  the  43rd  section  (s.  44). 

Tolls. — The  promoters  or  lessees  of  a  tramway  authorised  by 
special  Act  may  demand  and  take  tolls  and  charges  as  specified  in 
the  special  Act,  such  tolls  and  charges  to  be  exhibited  in  a  conspicuous 
place  inside  and  outside  each  tramway  carriage  (s.  45). 

Byelaws. — The  Local  Authority  are  empowered  to  make  byelaws 
as  to  the  rate  of  speed,  the  clear  distances  betw'een  any  twm  carriages 
travelling  on  the  same  line  of  rails,  the  stopping  of  carriages  using 
the  tramway,  and  the  traffic  on  the  road  in  which  the  tramway  is 
laid  ;  and  the  promoters  or  lessees  of  a  tramway  may  also  make 
byelaws  for  the  prevention  of  any  nuisance  in  or  about  their  carriages 
or  premises  and  the  regulation  of  travelling  upon  the  carriages.  The 
byelaws  are  to  be  subject  to  allowance  by  the  Board  of  Trade,  and 
may  prescribe  penalties  (ss.  46,  47). 

[For  Forms  of  Byelaws  issued  by  the  Board  of  Trade,  see 
post,  p.  694]. 

Power  is  given  to  the  Local  Authority  to  license  the  drivers  and 
conductors  of  tramways  (s.  48). 

Offences. — Penalties  are  imposed  for  obstruction  of  promoters  in 
laying-out  a  tramway  ;  for  wilful  injury  or  obstruction  to  tramways  or 
works  ;  for  frauds  practised  or  attempted  by  passengers  ;  for  biinging 
dangerous  goods  on  a  tramway,  &c.  (ss.  49 — 53). 

Any  person,  not  duly  authorised,  using  a  tramway  with  carriages 


672 


APPENDIX. 


liaving  flange-wheels,  or  other  wheels  suitable  only  to  run  on  such 
tramway,  becomes  liable  to  a  penalty  not  exceeding  £20  (s.  54}. 

Accidents  and  Injuries. — The  promoters  or  lessees  are  to  be 
answerable  for  all  accident,  damages,  and  injuries  happening 
through  their  act  or  default,  or  through  the  act  or  default  of  any 
person  in  their  employment  by  reason  or  in  consequence  of  any  of 
their  works  or  carriages  (s.  55). 

Recovery  of  Tolls  and  Pe7ialties.  —  All  tolls,,  penalties,  and 
charges  under  the  Act,  or  under  a  byelaw,  may  be  recovered  and 
enforced  in  England  before  two  justices  of  the  peace  under  the  Sum¬ 
mary  Conviction  Act,  and  in  Scotland  before  the  sheriff  or  two 
justices  as  penalties  under  the  Railway  Clauses  Consolidation 
(Scotland)  Act,  1845  (s-  56). 

Right  of  User  of  Road  only. — The  promoters  of  a  tramway  shall 
not  be  deemed  to  acquire  any  right  other  than  that  of  user  of  any 
road  along  or  across  which  they  lay  the  tramway,  and  nothing  con¬ 
tained  in  the  Act  is  to  exempt  the  promoters,  or  other  person  using  a 
tramway,  from  the  payment  of  tolls  to  the  trustees  of  a  turnpike  road. 
With  the  approval  of  the  Board  of  Trade,  the  trustees  of  a  turnpike 
road  and  the  promoters  of  a  tramway  may  enter  into  agreements  for 
the  payment  of  a  composition  in  respect  of  the  user  of  such  road 
(ss.  57,  58). 

Mines  and  Mmerals  tmder  Tra^nways. — Nothing  in  the  Act  is 
to  limit  or  interfere  with  the  rights  of  any  owner  or  occupier  of  mines 
or  minerals  lying  under  or  adjacent  to  a  road  along  or  across  which  a 
tramway  is  laid  ;  nor  shall  any  such  owner  or  occupier  be  liable  to 
make  compensation  for  damage  occasioned  to  such  tramway  by  the 
working  of  the  mines  in  ordinary  course  (s.  59). 

Public  Rights. — Nothing  in  the  Act  is  to  restrict  the  powers  bylaw 
of  existing  authorities  to  widen,  alter,  divert,  or  improve  any  road, 
railway,  tramway,  or  inland  navigation  ;  or  to  limit  the  powers  of  the 
police  or  Local  Authorities  to  regulate  the  traffic  of  the  road  ;  or  to 
abridge  the  right  of  the  public  to  pass  along  or  across  any  part  of  a 
road  along  or  across  which  a  tramway  is  laid  with  carriages  not 
having  flange-wheels  (ss.  60,  61,  62). 

Piiblzc  Ijiquiries. — Inquiries  which  by  the  Act  the  Board  of  Trade 
are  empowered  to  make  are  to  be  made  according  to  the  provisions 
set  forth  in  the  Act  (s.  63). 

Board  of  Hade  Rules. — Power  is  given  to  the  Board  of  Trade 
from  time  to  time  to  make  and  amend  Rules  for  carrying  the  Act  into 
effect  ;  and  any  Rules  so  made  are  to  be  laid  before  Parliament 
(s.  64). 


BOARD  OF  TRADE  RULES. 


673 


11. — Board  of  Trade  Rules  with  respect  to 
Provisional  Orders  and  other  Matters 

UNDER  THE  TRAMWAYS  ACT,  1870.* 


BY  WHOM  PROVISIOxNAL  ORDERS  MAY  BE  OBTAINED 
AND  THE  NECESSARY  CONSENTS  THERETO. 

By  the  Tramways  Act,  1870,  it  is  provided  as  follows  : — 

“  Part  I. — Provisional  Orders  authorizing  the  Construction  of  Tramways, 

Section  4. — “Provisional  Orders  authorizing  the  construction  of  tramways 
in  any  district  may  be  obtained  by — 

“(r.)  The  local  authority  of  such  district ;  or  by — 

“  (2.)  Any  person,  persons,  corporation,  or  company,  with  the  consent  of 
“  the  local  authority  of  such  district ;  or  of  the  road  authority  of  such 
“  district  where  such  district  is  or  forms  part  of  a  highway  district 
“  formed  under  the  provisions  of  ‘  The  Highway  Acts.’ 

*  *  *  *  id 

“  Application  for  a  Provisional  Order  shall  not  be  made  by  any  local 
“  authority  until  such  application  shall  be  approved  in  the  manner  prescribed 
“  in  Part  III.  of  the  Schedule  A.  to  this  Act  annexed.  (This  schedule  follows 
“  on  page  3.) 

“  Where  in  any  district  there  is  a  road  authority  distinct  from  the  local 
“  authority,  the  consent  of  such  road  authority  shall  also  be  necessary  in  any 
“  case  where  power  is  sought  to  break  up  any  road  subject  to  the  jurisdiction 
“  of  such  road  authority,  before  any  Provisional  Order  can  be  obtained.” 

Definition  of  Terms. — Section  3  provides  that  for  the  purposes  of  the  Act — 

The  terms  “  local  authority  ”  and  “  local  rate”  shall  mean  respectively  the 
bodies  of  persons  and  rate  named  in  the  table  in  Part  I.  of  the  Schedule  (A. 
to  this  Act  annexed. 

The  term  “  road  ”  shall  mean  any  carriageway  being  a  public  highway,  and 
the  carriageway  of  any  bridge  forming  part  of  or  leading  to  the  same. 

The  term  “road  authority  ”  shall  mean,  in  the  districts  specified  in  the  table 
in  Part  H.  of  the  Schedule  (A.)  to  this  Act  annexed,  the  bodies  of  persons 
named  in  the  same  table,  and  elsew’here  any  local  authority,  board,  town 
council,  body  corporate,  commissioners,  trustees,  vestry,  or  other  body  or 
persons  in  whom  a  road  as  defined  by  this  Act  is  vested,  or  who  have  the 
power  to  maintain  or  repair  such  road. 

The  term  “  district  ”  in  relation  to  a  local  authority  or  road  authority  shall 
mean  the  area  within  the  jurisdiction  of  such  local  authority  or  road  authority. 

*  Notes. — (i)  All  memorials,  objections,  and  other  documents  addressed 
to  the  Board  of  Trade  under  the  Act  should  be  on  paper  of  foolscap  size. 
(2)  Promoters  who  desire  to  be  incorporated  must  register  themselves  under 
the  Companies  Act,  1862. 


X  X 


APPENDIX. 


■674 


“Schedule  A.— (Part  I.) 
“Local  Authority. 


Districts  of  Local 
Authorities. 


“  The  city  of  London 
“and  the  liberties 
‘  ‘  thereof. 

“The  metropolis  [a) 

“  Boroughs  (5) 


“  Anyplace  not  included 
“in  the  above  de- 
“  scriptions,  and  under 
“the  juiisdiction  of 
“commissioners,  trus- 
tees,  or  other  persons 
^‘intrusted  by  any 
“Local  Act  with 
“  powers  of  improving, 
“cleansing,  or  paving 
“  any  town. 

“  Anyplace  not  included 
“in  the  above  desciip- 
“  tions,  and  within 
^‘the  jurisdiction  of  a 
“  local  board  consti- 
“  tuted  in  pursuance 
“  of  the  Public  Health 
“Act,  1848,  and  the 
“  Local  Government 
“Act,  1858,  or  one  of 
“such  Acts. 

“Any  place  or  parish 
“  not  within  the  above 
“  descriptions,  and  in 
‘  ‘  which  a  rate  is  levied 
“  for  the  maintenance  ' 
“  of  the  poor. 


Description  ot  Local 
Authority  of  District  set 
opposite  its  Name. 


England  &  Wales. 

The  major,  aldermen, 
and  commons  of  the 
city  of  London. 

TheMetropolitanBoard 
of  Works  (c). 

The  mayor,  aldermen, 
and  burgesses  acting 
by  the  council. 


T  h  e  commissioners, 
trustees,  or  other 
persons  intrusted  by 
the  Local  Act  with 
powers  of  improving, 
cleansing,  or  paving 
the  town. 


The  local  board 


The  vestry,select  vestry, 
or  other  body  of  per¬ 
sons  acting  by  virtue 
of  any  Act  of  Parlia¬ 
ment,  prescription, 
custom,  or  otherwise, 
as  or  instead  of  a 
vestryor  select  vesti'y. 


The  Local  Rate. 


The  consolidated  sewers 
rate. 

The  metropolitan  con¬ 
solidated  rate. 

The  borough  fund  or 
other  property  ap¬ 
plicable  to  the  pur¬ 
poses  of  a  borough 
rate,  or  the  borough 
rate. 

Any  rate  leviable  by 
such  commissioners, 
trustees,  or  other 
persons,  or  other 
funds  applicable  by 
them  to  the  purposes 
of  improving,  cleans¬ 
ing,  or  paving  the 
town. 


General  district  rate. 


The  poor  rate. 


BOARD  OF  TRADE  RULES. 


675 


“  Places  within  the  juris- 
“  diction  of  any  town  | 
“  council,  and  not  sub-  ; 
‘•ject  to  the  separate 
“jurisdiction  of  police 
“commissioners  or 
“  trustees. 

^•In  places  within  the 
“jurisdiction  of  police 
“commissioners  or 
“trustees  exercising 

o 

“  thefunctionsofpolice 
“commissioners  under 
“  any  General  or  Local 
“  Act. 

“  In  any  parish  or  part 
“thereof  over  which 
“the  jurisdiction  of  a 
“  town  council  or  of 
“police  commissioners 
“  or  trustees  exercising 
“  thefunctionsofpolice 
“commissioners  does 
“  not  extend.” 


“  Scotland. 
The  town  council. 


The  police  commis¬ 
sioners  or  trustees. 


The  road  trustees  hav¬ 
ing  the  management 
of  any  road  on  which 
a  tramway  is  pro¬ 
posed  to  be  con¬ 
structed. 


The  prison  assessment 
or  police  assessment, 
as  the  local  authority 
shall  resolve. 


The  tolls,  duties,  and 
assessments  leviable 
by  the  road  trustees. 


“Schedule  A.— (Part  II.) 
“  Road  Authority. 


Districts  of  Road  Authorities. 

Description  of  Road  Authority  of 
Districts  set  opposite  its  Name. 

“  Parishes  within  the  Metropolis  (i) 
“mentioned  in  Schedule  (A.)  to 
“  the  Metropolis  INIanagement  Act, 

“  1855. 

“  Districts  within  the  Metropolis  (i) 

‘‘  formed  by  the  union  of  the  parishes 
“  mentioned  in  schedule  (B.)  to 
“  the  Metropolis  Management  Act, 

“  1855.” 

The  vestries  appointed  for  the  pur¬ 
poses  of  the  Metropolis  Manage¬ 
ment  Act,  1855. 

The  board  of  works  for  the  district 
appointed  for  the  purpose  of  the 
Metropolis  Management  Act,  1855. 

“  [d)  ‘  The  metropolis  ’  shall  include  all  parishes  and  places  in  which  the 
Metropolitan  Board  of  Works  have  power  to  levy  a  main  drainage  rate, 
except  the  city  of  London  and  the  liberties  thereof.” 

“  ip)  ‘  Borough  ’  shall  mean  any  place  for  the  time  being  subject  to  an  Act 
passed  in  the  session  holden  in  the  fifth  and  sixth  years  of  the  reign  of  King 
William  the  Fourth,  chapter  seventy-six,  intituled  ‘An  Act  to  provide 
for  the  regulation  of  municipal  corporations  in  England  and  Wales.’  ” 

(c)  Now  London  County  Council. 


X  X  2 


676 


APPENDIX. 


“  Schedule  A.— (Part  III.) 

^'■Evidence  of  Approval  a7id  Coftsent. — The  approval  of  any  intended 
“  application  for  a  Provisional  Order  by  a  Local  Authority  shall  be  in  manner 
“  following ;  that  is  to  say, 

“  A  resolution  approving  of  the  intention  to  make  such  application  shall 
“  be  passed  at  a  special  meeting  of  the  members  constituting  such  Local 
“  Authority. 

“  Such  special  meeting  shall  not  be  held  unless  a  month’s  previous  notice 
“  of  the  same,  and  of  the  purpose  thereof,  has  been  given  in  the  manner  in 
“which  notices  of  meetings  of  such  Local  Authority  are  usually  given. 

“  Such  resolution  shall  not  be  passed  unless  two-thirds  of  the  members 
“  constituting  such  Local  Authority  are  present  and  vote  at  such  special 
“  meeting,  and  a  majority  of  those  present  and  voting  concur  in  the 
“resolution  ;  provided  that  if  in  Scotland  the  local  authority  be  the  road 
“  trustees,  it  shall  not  be  necessary  that  two-thirds  of  such  trustees  shall 
“be  present  at  the  meeting,  but  the  resolution  shall  not  be  valid  unless 
“  two-thirds  of  the  members  present  vote  in  favour  of  such  resolution,  and 
“  unless  the  said  resolution  is  confirmed  in  like  manner  at  another 
“meeting  called  as  aforesaid,  and  held  not  less  than  three  weeks  and  not 
“  more  than  six  weeks  thereafter.  Where  any  such  resolution  relating  to 
“  the  metropolis  as  the  same  is  defined  in  Part  I.  of  the  Schedule,  or  to 
“any  district  in  Scotland  of  which  road  trustees  are  the  local  authority, 
“has  been  passed  in  manner  aforesaid,  the  intended  application  to 
“  which  such  resolution  relates  shall  be  deemed  to  be  approved.” 


RULES  OF  THE  BOARD  OF  TRADE. 

Rule  I. — Affroval  of  Afflication  made  by  Local  Authorities . 
— Where  the  application  is  made  by  any  Local  Authority,  the  evi¬ 
dence  of  approval  required  as  above  by  Schedule  A.  (Part  III.)  of 
the  Act  must  be  given  at  the  time  fixed  for  proving  compliance  with 
the  Act  and  these  Rules,  by  (rz)  a  certified  copy  of  the  resolution 
approving  of  the  intention  to  make  the  application,  {f)  a  certified 
copy  of  the  notice  convening  the  special  meeting  to  consider  the 
application,  and  f)  a  certified  statement  of  the  number  of  members 
constituting  the  Local  Authority,  and  of  the  number  present  and 
voting  at  such  special  meeting. 

Rule  II. — Consent  to  A f plications  not  made  by  Local  Authori¬ 
ties. — Where  an  application  is  made  by  promoters,  not  being  the 
Local  Authority  of  the  district  in  which  the  tramway  is  proposed  to  be 
laid,  evidence  of  the  consent  required  by  Part  I.,  section  4  of  the 
Act,  must  be  given  at  the  time  fixed  for  proving  compliance  with  the 
Act  and  these  Rules,  by  {a)  a  certified  copy  of  the  resolution  passed 
at  a  meeting  of  the  local  or  road  authority,  as  the  case  may  be,  at 
which  the  application  was  approved,  {f)  a  copy  of  the  notice  convening 


BOARD  OF  TRADE  RULES.  677 

the  meeting,  which  notice  must  contain  a  statement  that  the  subject 
of  the  proposed  tramway  will  be  brought  before  the  meeting. 

Similar  evidence  of  the  consent  of  the  local  and  road  authorities 
must  be  produced  in  cases  in  which  the  promoters  seek  to  use  steam 
or  other  mechanical  power  on  any  tramway  or  tramways  already 
authorised. 

ADVERTISEMENT  AND  NOTICES  IN  OCTOBER  OR 
NOVEMBER  AND  DECEMBER. 

Section  6. — “The  promoters  intending  to  make  an  application  for  a 
“  Provisional  Order  shall  proceed  as  follows  : — 

“  (i.)  In  the  months  of  October  and  November  next  before  the  application, 
“  or  in  one  of  those  months,  they  shall  publish  notice  of  their  intention 
“  to  make  such  application  by  advertisement ;  and  they  shall,  on  or 
“  before  the  fifteenth  day  of  the  following  month  of  December,  serve 
“  notice  of  such  intention  in  accordance  with  the  Standing  Orders  (if 
“  any)  of  both  Houses  of  Parliament  for  the  time  being  in  force  with 
“  respect  to  Bills  for  the  construction  of  tramways.  (See  Schedule 
“  B.,  Part  I.) 

“  (2.}  On  or  before  the  thirtieth  day  of  the  same  month  of  November  they 
“shall  deposit  the  documents  described  in  part  two  of  the  same* 
“schedule,  according  to  the  regulations  therein  contained  : 

“  (3.)  On  or  before  the  twenty-third  day  of  December  in  the  same  year 
“  they  shall  deposit  the  documents  described  in  part  three  of  the 
“  samef  schedule,  according  to  the  regulations  therein  contained.” 

*  *  *  * 


“  Schedule  B. — (Part  I.) 

“  (i.)  Every  advertisement  is  to  contain  the  following  particulars  : — • 

“I.  The  objects  of  the  intended  application. 

“2.  A  general  description  of  the  nature  of  the  proposed  works,  if  any. 

“  3.  The  names  of  the  townlands,  parishes,  townships,  and  extra-parochial 
“  places  in  which  the  proposed  works,  if  any,  will  be  made. 

“4.  The  times  and  places  at  which  the  deposit  under  Part  II.  of  this 
“  schedule  will  be  made. 

“5.  An  office,  either  in  London  or  at  the  place  to  which  the  intended 
“application  relates,  at  which  planted  copies  of  the  Draft  Provisional 
“  Order,  when  deposited,  and  of  the  Provisional  Order,  when  made, 
“  will  be  obtainable  as  hereinafter  provided, 

“  (2.)  The  whole  notice  is  to  be  included  in  one  advertisement,  which  is  to 
“  be  headed  with  a  short  title  descriptive  of  the  undertaking, 

“  (3.)  The  advertisement  is  to  be  inserted  once  at  least  in  each  of  two  suc- 
“cessive  we’eks  in  some  one  and  the  same  newspaper  published  in  the 
“district  affected  by  the  proposed  undertaking,  where  the  proposed  works,  if 

*  Schedule  B.  (on  page  5). 
t  Schedule  B.  (on  page  6). 


678 


APPENDIX. 


“  any,  will  be  made ;  or  if  there  be  no  such  newspaper,  then  in  some  one  and 
“the  same  newspaper  published  in  the  county  in  which  every  such  district,  or 
“  some  part  thereof,  is  situate  ;  or  if  there  be  none,  then  in  some  one  and  the 
“same  newspaper  published  in  some  adjoining  or  neighbouring  county.” 

“  (4.)  The  advertisement  is  also,  in  every  case,  to  be  insetted  once  at  least 
“in  the  London  or  Edinburgh  Gazette^  accordingly  as  the  district  is  situate  in 
“England  or  Scotland.” 

Rule  III. — Description  of  Tramways  in  Advertisement. — The 
tramways  mentioned  in  the  advertisement  of  the  intended  application 
should  be  described  in  the  manner  prescribed  in  Rule  XVI.,  but  the 
length  need  not  be  inserted. 

Rule  IV. — Advertiseme7it  as  to  Narrow  Ptaces. — The  adver¬ 
tisement  must  specify  at  what  point  or  points,  and  on  which  side  of 
the  street  or  road,  it  is  proposed  to  lay  such  tramway,  so  that  for  a 
distance  of  thirty  feet  or  upwards  a  less  space  than  nine  feet  six 
inches,  or  if  it  is  intended  to  run  thereon  carriages  or  trucks  adapted 
for  use  upon  railways,  a  less  space  than  ten  feet  six  inches,  shall  inter¬ 
vene  between  the  outside  of  the  footpath  on  the  side  of  the  street  or 
road  and  the  nearest  rail  of  the  tramway.  The  notice  shall  also 
specify  the  gauge  to  be  adopted,  and  what  power  it  is  intended  to 
employ  for  moving  carriages  or  trucks  upon  the  tramway. 

Rule  V. — Street  Notice. — In  the  months  of  October  and  November, 
or  one  of  them,  immediately  preceding  the  application  for  any  Provi¬ 
sional  Order,  a  notice  thereof  shall  be  posted  for  fourteen  consecutive 
days  in  every  street  or  road,  along  which  it  is  proposed  to  lay  the 
tramway,  in  such  manner  as  the  authority  having  the  control  of  such 
street  or  road  shall  direct  :  and  if  after  application  to  such  authority 
no  such  direction  shall  be  given,  then  in  some  conspicuous  position  in 
such  street  or  road  ;  and  such  notice  shall  also  state  the  place  or  places 
at  which  the  plans  of  such  tramway  will  be  deposited. 

Rule  VI. — Notice  to  Owners  and  Lessees  of  Railways,  Tra?n- 
ways,  and  Ca7ials. — On  or  before  the  15th  day  of  December  imme¬ 
diately  preceding  the  application  for  any  Provisional  Order  for  laying 
down  a  tramway  crossing  any  railway  or  tramway  on  the  level,  or 
crossing  any  railway,  tramway,  or  canal  by  means  of  a  bridge,  or 
otherwise  affecting  or  interfering  with  such  railway,  tramway,  or  canal, 
notice  in  writing  of  such  application  shall  be  served  upon  the  owner  or 
reputed  owner  and  upon  the  lessee  or  reputed  lessee  of  such  railway, 
tramway,  or  canal,  and  such  notice  shall  state  the  place  or  places  at 
which  the  plans  of  the  tramway  to  be  authorised  by  such  Provisional 
Order  have  been  or  will  be  deposited. 


BOARD  OF  TRADE  RULES. 


67^ 

Similar  notice  must  also  be  given  to  County  Councils  and  to  pro¬ 
prietors  of  navigable  rivers  in  respect  of  their  bridges  or  other  works 
which  are  proposed  to  be  crossed  or  otherwise  interfered  with. 

Every  notice  under  this  rule  must  be  accompanied  by  a  copy  of 
Rule  XVII.,  omitting  the  first  paragraph,  and  must  state  where  copies 
of  the  draft  Provisional  Order,  when  deposited  at  the  Board  of  Trade,, 
can  be  obtained. 

Rule  VII. — Notice  to  Local  and  Road  Authorities. — Where  the 
promoters  make  application  for  an  extension  of  time  for  the  construc¬ 
tion  of,  or  for  authority  to  abandon,  any  tramway,  they  must,  on  or 
before  the  15th  day  of  December,  serve  notice  of  such  application 
upon  all  the  local  and  road  authorities  affected. 

Rule  VIII. — Intimation  to  inte7iding  Objectors. — The  preceding 
advertisement  and  notices,  other  than  the  street  notice,  must  state  that 
every  company,  corporation,  or  person  desirous  of  making  any  repre¬ 
sentation  to  the  Board  of  Trade,  or  of  bringing  before  them  any 
objection  respecting  the  application,  may  do  so  by  letter,  addressed 
to  the  Assistant  Secretary  of  the  Railway  Department  of  the  Board  of 
Trade,  on  or  before  the  ifh  fanuary  next  ensuing  ;  that  copies  of 
their  objections  must  at  the  same  time  be  sent  to  the  promoters  ;  and 
that  in  forwarding  to  the  Board  of  Trade  such  objections,  the  objectors 
or  their  agents  should  state  that  a  copy  of  the  same  has  been  sent  to 
the  promoters  or  their  agents. 

Rule  IX. — Notice  to  Frontagers. — On  or  before  the  15th  day  of 
December  immediately  preceding  the  application  for  a  Provisional 
Order,  notice  in  waiting  must  be  given  to  the  owners  or  reputed 
owners,  lessees  or  reputed  lessees,  and  occupiers  of  all  houses,  shops, 
or  warehouses  abutting  upon  any  part  of  any  street  or  road  where,  for 
a  distance  of  thirty  feet  or  upwards,  it  is  proposed  that  a  less  space 
than  nine  feet  six  inches  shall  intervene  between  the  outside  of  the 
footpath  on  either  side  of  the  road  and  the  nearest  rail  of  the 
tramway. 

This  notice  shall  be  given  in  respect  of  such  premises  on  both  sides 
of  the  road,  and  must  contain  a  notification  that  if  such  owner,  lessee, 
or  occupier  dissents  from  the  tramway  being  so  laid,  he  may  express 
his  dissent  by  a  statement  in  writing,  addressed  to  the  Assistant 
Secretary  of  the  Railway  Department  of  the  Board  of  Trade,  oit  or 
befo7'e  the  1st  January  next  ensuing,  and  that  he  must  at  the  same 
time  send  a  copy  of  his  dissent  to  the  promoters. 


68o 


APPENDIX. 


DEPOSITS  ON  OR  BEFORE  30TH  NOVEMBER. 

“  Schedule  B.— (Part  II.) 

“  (i.)  The  promoters  are  to  deposit — 

“I.  A  copy  of  the  advertisement  published  by  them. 

“  2.  A  proper  plan  and  section  of  the  proposed  works,  if  any,  such  plan  and 
“  section  to  be  prepared  according  to  such  regulations  as  may  from  time  to 

time  be  made  by  the  Board  of  Trade  in  that  behalf. 

(2.)  The  documents  aforesaid  are  to  be  deposited  for  public  inspection — 

“  In  England,  in  the  office  of  the  clerk  of  the  peace  for  every  county,  riding, 
“  or  division,  and  of  the  parish  clerk  of  every  parish,  and  the  office 
“  of  the  local  authority  of  every  district  in  or  through  which  any  such 
“  undertaking  is  proposed  to  be  made ;  in  Scotland,  in  the  office  of  the 
‘‘  principal  sheriff  clerk  for  every  county,  district,  or  division  which 
“  will  be  affected  by  the  proposed  undertaking,  or  in  which  any 
“  proposed  new  work  will  be  made. 

“  (3.)  The  documents  aforesaid  are  also  to  be  deposited  at  the  office  of  the 
“  Board  of  Trade.” 

Rule  X. — Map  aiid  Diagram. — A  published  map  of  the  district 
on  a  scale  of  not  less  than  six  inches  to  a  mile  (or,  if  no  map  on  such 
a  scale  be  published,  then  the  best  map  obtainable),  with  the  line  of 
the  proposed  tramway  marked  thereon,  and  a  diagram  on  a  scale  of 
not  less  than  two  inches  to  a  mile  prepared  in  accordance  with  the 
specimen  appended  to  these  rules,  must  also  be  deposited  on  or  before 
the  30th  of  November. 

Rule  XI. — Reqairemciits  as  to  Plans. — The  plans  to  be  deposited 
must  also  comply  with  the  following  requirements  : — 

The  plans  shall  indicate  whether  it  is  proposed  to  lay  the  tramway 
along  the  centre  of  any  street  or  road,  and  if  not  along  the  centre, 
then  on  which  side  of,  and  at  what  distance  from,  an  imaginary  line 
drawn  along  the  centre  of  such  street  or  road,  and  whether  or  not,  and 
if  so,  at  what  point  or  points,  it  is  proposed  to  lay  such  tramway,  so 
that  for  a  distance  of  thirty  feet  or  upwards  a  less  space  than  nine  feet 
six  inches,  or  if  it  is  intended  to  run  thereon  carriages  or  trucks 
adapted  for  use  upon  railways,  a  less  space  than  ten  feet  six  inches, 
shall  intervene  between  the  outside  of  the  footpath  on  either  side  of 
the  street  or  road  and  the  nearest  rail  of  the  tramway. 

All  lengths  shall  be  stated  on  the  plan  and  section  in  miles,  furlongs, 
chains,  and  decimals  of  a  chain. 

The  distance  in  miles  and  furlongs  from  one  of  the  termini  of  each 
tramway  shall  be  marked  on  the  plan  and  section. 

Each  double  portion  of  tramway,  whether  a  passing-place  or  other¬ 
wise,  shall  be  indicated  by  a  double  line. 


BOARD  OF  TRADE  RULES. 


68l 


The  total  length  of  the  street  or  road  upon  which  each  tramway 
is  to  be  laid  shall  be  stated  {i.e.  the  length  of  route  of  each  tram¬ 
way). 

The  length  of  each  double  and  single  portion  of  such  tramway,  and 
the  total  length  of  such  double  and  single  portions  respectively,  shall 
also  be  stated. 

In  the  case  of  double  lines  (including  passing-places),  the  distance 
between  the  centre  lines  of  each  line  of  tramway  shall  be  marked  on 
the  plans.  This  distance  must  in  all  cases  be  sufficient  to  leave  at 
least  15  inches  between  the  sides  of  the  widest  carriage  and  engines 
to  be  used  on  the  tramways  when  passing  one  another. 

The  gradients  of  the  street  or  road  on  which  each  tramway  is  to  be 
laid  shall  be  marked  on  the  section. 

Every  crossing  of  a  railway,  tramway,  river,  or  canal  shall  be  shown, 
specifying  in  the  case  of  railways  and  tramways  whether  they  are 
crossed  over,  under,  or  on  the  level. 

All  tidal  waters  shall  be  coloured  blue. 

All  places  where  for  a  distance  of  30  feet  and  upwards  there  will  be 
a  less  space  than  nine  feet  six  inches  between  the  outside  of  the  foot¬ 
path  on  either  side  of  the  street  or  road  and  the  nearest  rail  of  the 
tramway  shall  be  indicated  by  a  thick  dotted  line  on  the  plans  and  on 
the  side  or  sides  of  the  line  of  tramway  where  such  narrow  places 
occur,  as  well  as  noted  on  the  plans,  and  the  width  of  the  street  or 
road  at  these  places  shall  also  be  marked  on  the  plans. 

Note. — The  section  of  each  tramway  should,  where  practicable,  be 
shown  on  the  same  page  as  the  plan. 

Rule  Plans  in  certain  cases  to  be  in  Duplicate. — The 

plans  to  be  deposited  with  the  clerk  of  the  peace  or  sheriff  clerk  (as 
the  case  may  be)  must  be  in  duplicate.  ^See  Standing  Orders  of  the 
House  of  Lords  and  of  the  House  of  Commons.) 

Rule  XI II. — Portio7is  only  of  Plans  required  in  ce7'tain  cases. 
— In  cases  where  the  proposed  works  are  intended  to  be  made  in  or 
through  one  or  more  parishes  or  districts,  the  deposit  with  the  parish 
clerks  or  Local  Authorities  need  consist  only  of  a  copy  of  so  much 
of  the  plans  and  sections  as  relates  to  their  respective  parishes  or 
districts. 

Rule  XIV. — Pla7is,  ^c.,  to  be  De;positcd  Oi  Pa7dia77ie7it. — The 
following  Standing  Orders  must  also  be  complied  with*  : — 


* 


These  Standing  Orders  refer  to  amended  as  well  as  to  original  plans. 


682 


APPENDIX. 


Standing  Order  of  the  House  of  Lords. 

‘‘  Whenever  plans,  sections,  books  of  reference,  or  maps  are  deposited  in 
the  case  of  an  application  to  any  public  department  or  county  council  for  a 
Provisional  Order  or  Certificate,  duplicates  of  the  said  documents  shall  at  the 
same  time  be  deposited  in  the  office  of  the  Clerk  of  the  Parliaments,  provided 
that  with  regard  to  such  deposits  as  are  so  made  at  any  public  department  or 
with  any  county  council  after  the  prorogation  of  Pailiament  and  before  the 
thirtieth  day  of  November  in  any  year,  such  duplicates  shall  be  so  deposited 
on  or  before  the  thirtieth  day  of  November.” 

Standing  Order  of  the  House  of  Commons. 

“  Whenever  plans,  sections,  books  of  reference,  or  maps  are  deposited  in 
the  case  of  any  application  to  any  public  department  or  county  council  for  a 
Provisional  Order  or  Provisional  Certificate,  duplicates  of  the  said  documents 
shall  at  the  same  time  be  deposited  in  the  Private  Bill  Office,  provided  that 
with  regard  to  such  deposits  as  are  so  made  at  any  public  department  or  with 
any  county  council  after  the  prorogation  of  Parliament,  and  before  the 
thirtieth  day  of  November  in  any  year,  such  duplicates  shall  be  so  deposited  on 
the  thirtieth  day  of  November.” 


DEPOSITS  ON  OR  BEFORE  23RD  DECEMBER. 
“Schedule  B.— (Part  III.) 

“  (I.)  The  promoters  are  to  deposit  at  the  office  of  the  Board  of  Trade — 

“  ].  A  memorial  signed  by  the  promoters,  headed  with  a  short  title 
“descriptive  of  the  undertaking  (corresponding  with  that  at  the  head  of 
“  the  advertisement),  addiessed  to  the  Board  of  Trade,  and  praying 
“  for  a  Provisional  Order. 

“  2.  A  printed  draft  of  the  Provisional  Order  as  proposed  by  the  promoters, 
“  with  any  schedule  referred  to  therein. 

“  3.  An  estimate  of  the  expense  of  the  proposed  works,  if  any,  signed  by 
“  the  persons  making  tl:e  same. 

“  (2.)  They  are  also  to  deposit  a  sufficient  number  of  such  printed  copies  at 
“  the  office  named  in  that  behalf  in  the  advertisement ;  such  copies  to  be 
“there  furnished  to  all  persons  applying  for  them  at  the  price  of  not  more 
“  than  one  shilling  each. 

“  (3.)  The  memorial  of  the  promoters  (to  be  written  on  foolscap  paper, 
“  bookwise,  with  quarter  margin)  is  to  be  in  the  following  form,  with  such 
“variations  as  circumstances  require  : 

“  [Short  title  of  undertaking.'] 

“  To  the  Board  of  Trade. 

“  The  memorial  of  the  promoters  of  [short  title  of  undertaking] 

‘  ‘  Showeth  as  follows  : 

“  I.  Your  memorialists  have  published  in  accordance  with  the  requirements 
“  of  the  Tramways  Act,  1870,  the  following  advertisement : 

“  [Here  ad'vef'tisem£?it  to  he  set  out  verbatim  P] 

^  This  advertisement  may  be  in  print  and  fixed  to  the  body  of  the 
memorial. 


BOARD  OF  TRADE  RULES. 


683 

“  Your  memorialists  have  also  deposited,  in  accordance  with  the  require- 
“  ments  of  the  said  Act,  copies  of  the  said  advertisement  and  \Jiere  state 
“  deposit  of  the  several  matters  required  by  AcTj. 

“Your  memorialists  therefore  pray  that  a  Provisional  Order 
“  may  be  made  in  the  terms  of  the  draft  proposed  by  your 
“  memorialists,  or  in  such  other  terms  as  may  seem  meet. 

“  ^  d'  I 

Rule  XV. — The  following  documents,  &c.,  must  also  be  deposited 
at  the  Board  of  Trade  on  or  before  the  23rd  December,  viz.  : — 

(i.)  List  of  Railways,  Tramways,  and  Canals,  and  Cofy  of  the 
FLotice. — A  complete  list  of  every  railway,  tramway,  and  canal  pro¬ 
posed  to  be  crossed  or  otherwise  affected  or  interfered  with,  together 
with  the  names  and  addresses  of  the  owners  or  reputed  owners,  and  ol 
the  lessees  or  reputed  lessees  thereof,  and  a  certified  copy  of  the  notice 
served  upon  them. 

(2.)  Lists  of  Local  and  Road  Authorities  and  Cofy  of  Notice. — A 
complete  list  of  the  local  and  of  the  road  authorities  through  whose 
districts  the  proposed  tramway  is  to  pass  (including  in  such  list  the 
clerk  to  the  County  Council  in  cases  where  it  is  proposed  to  cross 
county  bridges),  and  if  any  such  district  is  or  forms  part  of  a  highway 
district,  under  the  provisions  of  The  Highway  Acts,’’  a  statement  to 
that  effect  must  accompany  the  deposit.  Also  a  separate  list  of  the 
local  and  road  authorities  affected  by  any  application  relating  to  the 
use  of  steam  or  other  mechanical  power  on  authorised  tramways,  or  to 
an  extension  of  time  or  abandonment  ;  together  with  a  copy  of  any 
notice  served  under  Rule  VII. 

(3.)  Cofy  of  Street  Notice. — A  certified  copy  of  the  notice  which 
is  recjuired  by  Rule  V.  to  be  posted  in  the  streets  in  October  or 
November  next  before  the  application. 

(4.)  List  of  Frontagers  a7id  Cofy  of  Notice. — In  all  cases  where  for 
a  distance  of  30  feet  or  upwards  it  is  proposed  that  a  less  space  than 
nine  feet  six  inches  shall  intervene  between  the  outside  of  the  foot- 
path  on  either  side  of  the  road  and  the  nearest  rail  of  the  tram¬ 
way,  or  a  less  space  than  ten  feet  six  inches  if  it  is  intended  to  run 
on  the  tramway  carriages  or  trucks  adapted  for  use  upon  railways,  a 
complete  list  of  the  owners  or  reputed  owners,  lessees  or  reputed 
lessees,  and  occupiers  of  all  houses,  shops,  or  warehouses  abutting 
upon  any  part  of  the  highway,  where  such  less  space  is  proposed, 
together  with  a  certified  copy  of  the  notice  which  was  served  on  them 
on  or  before  the  15th  December,  as  required  by  Rule  IX.  (The  list 
should  be  so  prepared  as  to  show  distinctly  and  separately  every 
length  of  street  or  road  where  for  a  distance  of  30  feet  or  upwards 


684 


APPENDIX. 


such  less  space  is  proposed  and  in  respect  of  every  such  length  of 
street  or  road  it  should  indicate  in  parallel  columns  the  name  of 
the  street,  the  name  or  number  of  the  house,  shop,  or  warehouse,  and 
the  names  of  the  owner  or  reputed  owner,  the  lessee  or  reputed 
lessee,  and  of  the  occupier.) 

(5.)  Description  of  Land. — A  description  of  the  land  (if  any)  which 
the  promoters  propose  to  purchase  for  the  construction  of  the  tram¬ 
way.  (The  contracts  for  the  purchase  of  all  the  lands  required  must 
be  produced  at  the  time  of  proving  compliance  with  the  Act  and  these 
Rules.) 

(6.)  Meni07'andum  of  Association,  &c. — A  list  of  every  Provi¬ 
sional  Order  or  Act  of  Parliament  (if  any)  of  the  promoters ;  and 
where  the  promoters  are  a  company  incorporated  under  the  Companies 
Act,  1862,  a  printed  copy  of  the  Memorandum  of  Association,  Articles 
of  Association,  and  any  registered  special  resolution  of  the  company, 
and  in  the  case  of  a  company  incorporated  in  any  other  manner,  a 
copy  of  every  deed  or  instrument  of  settlement  or  incorporation. 

(7.)  Dee. — A  fee  of  6y  cheque  payable  to  “An  Assistant 

Secretary  of  the  Board  of  Trade. ’’  (This  fee  will  not  necessarily  be 
taken  to  cover  the  cost  of  inquiries  or  other  matters  arising  out  of  the 
application.  With  respect  to  costs  in  such  matters,  security  must  be 
given  from  time  to  time  by  the  promoters  as  the  Board  of  Trade  may 
require.) 


DRAFT  PROVISIONAL  ORDER. 

Rule  XVI. — The  following  rules  must  be  observed  in  regard  to  the 
draft  Provisional  Order  ; — 

(i.)  The  draft  Provisional  Order  must  be  deposited  in  triplicate  and 
be  printed  on  07ie  side  07ily  of  the  page,  so  as  to  leave  the  back  of 
the  page  blank,  and  any  schedule  annexed  must  begin  a  new  page. 

(2.)  The  draft  Provisional  Order  must  describe  where  each  tram¬ 
way  is  to  commence  and  terminate,  and  must  state  the  streets  and 
roads  along  which  it  is  to  pass,  and  the  total  length  of  the  double  and 
single  portions  respectively  of  such  tramway  in  miles,  furlongs,  chains, 
and  decimals  of  a  chain. 

(3.)  Each  double  and  single  portion  of  such  tramway,  with  its  com¬ 
mencement  and  termination,  must  also  be  described.  (This  can  be 
done  by  stating  that  each  line  or  branch  line  will  be  double  or  single 
throughout,  except  at  certain  specified  places  where  it  will  be  single  or 
double.) 

(4.)  Every  passing-place  must  be  described  as  a  double  line  in 


BOARD  OF  TRADE  RULES. 


685 


accordance  with  the  Standing  Order  of  the  House  of  Lords,  which 
provides  that  “  Lzuo  lines  of  tramway  run7img  side  by  side  shall  be 
described  as  a  doicble  lineF 

(5.)  In  cases  where  the  promoters  are  individuals  their  addresses  as 
well  as  names  should  be  inserted  in  the  draft  Order. 

(6.)  The  names  and  addresses  of  the  agents  for  the  Provisional 
Order  must  be  printed  on  the  outside  of  the  draft  Order,  and  there 
must  be  a  notice  at  the  end  of  it  stating  that  objections  are  to  be 
addressed  to  the  Assistant  Secretary  of  the  Railway  Department  of 
the  Board  of  Trade  on  or  before  the  15th  January  next  ensuing,  that 
copies  of  objections  must  at  the  same  time  be  sent  to  the  promoters, 
and  that  in  forwarding  to  the  Board  of  Trade  such  objections,  the 
objectors  or  their  agents  should  state  that  a  copy  of  the  same  has  been 
sent  to  the  promoters  or  their  agents. 

PROOFS  OF  COxMPLIANCE  WITH  THE  ACT  AND  RULES. 

Rule  XVI I. — The  agent  should  be  prepared  to  prove  compliance 
with  the  provisions  of  the  Act  and  these  Rules  by  the  15/-^  January, 
and  all  sicch  Jroofs  7nust  be  C07npleted  on  or  before  the  227id 
February.  Six  days’  notice  will  be  given  of  the  day  and  hour  at 
which  the  agents  are  to  attend  for  the  purpose  at  the  Board  of  Trade,, 
and  printed  forms  of  proof  will  accompany  the  notice.  These  forms 
should  be  filled  up  by  the  agents,  and  brought  with  the  requisite 
documents  to  the  Department  at  the  time  fixed  for  proving  com¬ 
pliance. 

If  any  local  or  road  authority,  or  any  railway,  tramway,  or  canal 
company,  or  any  other  company,  body,  or  person  desire  to  have  any 
clauses  or  other  amendments  inserted  in  the  Order,  they  must  deliver 
the  same  to  the  agents  for  the  Order,  and  also  to  the  Board  of  Trade,, 
not  later  than  the  %th  February. 

On  or  befof'e  the  227id  February  the  agents  must  .deposit  at  the 
Board  of  Trade  a  filled-up  draft  printed  Order  (in  duplicate)  con¬ 
taining  in  manuscript  all  such  clauses  or  other  amendments  as  have 
been  agreed  upon. 

If  any  of  the  clauses  or  other  amendments  [which  have  been  de¬ 
livered  to  the  agents  are  not  settled  with  the  consent  of  both  parties, 
the  agents  must,  so  far  as  they  can,  on  or  before  the  22nd  February, 
show  what  are  the  amendments,  if  any,  which  each  party  would  be 
willing  to  accept. 

After  the  22nd  February  no  further  proposals  for  clauses  will  be 
entertained  by  the  Board  of  Trade. 


686 


APPENDIX. 


DEPOSIT  AND  ADVERTISEMENT  OF  ORDER  AS  MADE. 

“Section  13. — When  a  Provisional  Order  has  been  made  as  aforesaid  and 
“  delivered  to  the  promoters,  the  promoters  shall  forthwith  publish  the  same 
“by  deposit  and  advertisement  according  to  the  regulations  contained  in 
“Part  IV.  of  the  Schedule  (B.)  to  this  Act.” 

“  Schedule  B. — (Part  IV.) 

“  (i.)  The  promoters  are  to  deposit  printed  copies  of  the  Provisional  Order, 
“when  settled  and  made  for  public  inspection  m  the  offices  of  clerks  of  the 
“  peace  and  sheriff  clerks,  where  the  documents  required  to  be  deposited  by 
‘  them  under  Part  II.  of  this  schedule  were  deposited. 

“  (2.)  They  are  also  to  deposit  a  sufficient  number  of  such  printed  copies  at 
“  the  office  named  in  that  behalf  in  the  advertisement,  such  copies  to  be 
“  there  furnished  to  all  persons  applying  for  them  at  the  price  of  not  more 
“  than*  each. 

“  (3.)  They  are  also  to  publish  the  Provisional  Order  as  an  advertisement 
“  once  in  the  local  newspaper  in  which  the  original  advertisement  of  the 
“  intended  application  was  published,  or,  in  case  the  same  shall  no  longer  be 
“  published,  in  some  other  newspaper  published  in  the  district.” 

(Note. — Section  14  of  the  Act  requires  that  the  Order  as  made  shall  be 
deposited  and  advertised  not  later  than  the  25th  April.) 

Rule  XVIII. — Deposit  of  Amended  Plan  and  Sectio7t. — Should 
any  alteration  of  the  plan  and  section  originally  deposited  for  the  pur¬ 
poses  of  the  Order  be  made,  with  the  approval  of  the  Board  of  Trade, 
before  the  Order  is  granted,  a  copy  of  such  plan  and  section  (or  of  so 
much  thereof  as  may  be  necessary),  showing  such  alteration,  must, 
before  the  Order  is  introduced  into  a  Confirmation  Bill,  be  deposited 
by  the  promoters  for  public  inspection  : — 

In  England,  in  the  office  of  the  clerk  of  the  peace  for  every  county, 
riding,  or  division,  and  of  the  parish  clerk  of  every  parish,  and  the 
office  of  the  Local  Authority  of  every  district,  affected  by  such  altera¬ 
tion  ;  and 

In  Scotland,  in  the  office  of  the  principal  sheriff  clerk  for  every 
county,  district,  or  division  affected  by  such  alteration. 

Copies  of  such  documents  are  at  the  same  time  to  be  deposited 
at  the  office  of  the  Board  of  Trade,  in  the  office  of  the  clerk  of  the 
Parliaments  and  at  the  Private  Bill  Office. 

Rule  XIX. — When  a  Provisional  Order  has  been  made,  and  before 
it  is  introduced  into  the  Confirmation  Bill,  the  promoters  will  be 
required  to  submit  to  the  Board  of  Trade  the  following  proofs,  viz.  ;  — 

(i.)  The  receipt  of  the  clerk  of  the  peace  or  sheriff  clerk,  or  proof  by 

*  The  Board  of  Trade  consider  that  the  price  to  be  here  inserted  should 
not  be  more  than  one  shilling. 


BOARD  OF  TRADE  RULES,  bSj 

affidavit  of  the  deposit  of  the  Order  with  such  officer  as  required  by 
Part  IV.  of  Schedule  B.  to  the  Act. 

(2.)  A  copy  of  the  local  newspaper  containing  the  advertisement  of 
the  Order.  This  advertisement  must  have  a  short  heading  stating 
that  the  Order  has  been  made  by  the  Board  of  Trade  under  the  Tram¬ 
ways  Act,  1870,  previous  to  its  being  introduced  into  a  Confirmation 
Bill,  and  must  also  state  the  name  of  the  office  where  printed  copies 
of  the  Order  can  be  obtained. 

(3.)  Proof  must  also  be  given  that  the  advertised  Order  is  a  correct 
copy  of  the  Order  delivered  by  the  Board  of  Trade  to  be  advertised, 
that  it  was  inserted  in  the  newspaper  in  which  the  original  advertise¬ 
ment  of  the  application  for  the  Order  was  published,  and  that  a  suffi¬ 
cient  number  of  printed  copies  of  the  Order  were  deposited  for  sale  at 
the  office  named  in  the  original  advertisement,  with  a  statement  of  the 
price  for  which  they  may  be  obtained. 

(4.)  Receipts  or  proof  by  affidavit  of  the  deposit  of  amended  plans 
as  required  by  Rule  XVIII.  • 

Printed  forms  for  these  proofs  will  be  furnished  by  the  Board  of 
Trade  when  the  Order  is  sent  to  the  promoters  to  be  advertised,  and 
one  of  these  forms  must  be  filled  up  by  the  promoters,  and  brought  or 
forwarded  to  the  Department  with  the  requisite  documents  as  soon  as 
^possible  after  the  advertisement  and  deposit  have  been  made. 

DEPOSIT  OF  MONEY,  PENALTY  FOR  NON-COMPLETION 
OF  TRAMWAYS,  AND  RELEASE  OF  DEPOSIT. 

Rule  XX. — Deposit  of  Aloney  in  the  Chancery  Division  under 
Section  12  of  Act. — After  the  Provisional  Order  is  ready,  and  before 
the  same  is  introduced  by  the  Board  of  Trade  into  a  Confirming  Bill, 
\\\^  pronioters  they  are  a  Local  Authority)  shall,  if  they  are 

not  possessed  of  a  tramway  already  opened  for  public  traffic,  which 
has  during  the  year  last  past  paid  dividends  on  their  ordinary  share 
capital,  pay  as  a  deposit  a  sum  of  money  not  less  than  five  per  centum 
on  the  amount  of  the  estimate  of  the  expense  of  the  construction  of 
the  tramway,  as  follows  ;  namely. 

Where  the  tramway  or  any  part  thereof  will  be  situate  in  England 
— to  the  account  of  the  Paymaster- General  for  and  on  behalf  of 
the  Supreme  Court  of  Judicature  in  England  to  the  credit  of  the 
particular  tramway  : 

Where  the  tramway  will  be  situate  wholly  in  Scotland — either  to  the 
account  of  the  Paymaster-General  for  and  on  behalf  of  the 
Supreme  Court  of  Judicature  in  England  in  manner  aforesaid,  or 


688 


APPENDIX. 


(at  the  option  of  the  promoters)  into  a  bank  in  Scotland  estab¬ 
lished  by  Act  of  Parliament  or  Royal  Charter,  in  the  name  and 
with  the  privity  of  the  Queen’s  Remembrancer  of  the  Court  of 
Exchequer  in  Scotland  ex  ;parte  the  particular  tramway. 

The  Board  of  Trade  may  issue  their  warrant  to  the  promoters  for 
such  payment  into  court,  which  warrant  shall  be  a  sufficient  authority 
for  ^erso7is  therein  named,  not  exceeding  five  in  number,  or  the 
majority  or  survivors  of  them,  to  pay  the  money  therein  mentioned  to 
the  account  of  the  Paymaster-General  for  and  on  behalf  of  the 
Supreme  Court  of  Judicature  in  England  or  into  the  bank  therein 
mentioned,  in  the  name  and  with  the  privity  of  the  officer  therein 
mentioned,  if  any,  and  for  that  officer  to  issue  directions  to  such  bank 
to  receive  the  same,  to  be  placed  to  his  account  there  according  to  the 
method  (prescribed  by  statute,  or  general  rules  or  orders  of  court  or 
otherwise)  for  the  time  being  in  force  respecting  the  payment  of 
money  into  the  said  courts  respectively,  and  without  fee  or  reward. 

Provided,  that  in  lieu,  wholly  or  in  part,  of  the  payment  of  money, 
the  promoters  may  bring  into  court  as  a  deposit  an  equivalent  sum  of 
bank  annuities,  or  of  any  stocks,  funds,  or  securities  on  which  cash 
under  the  control  of  the  respective  courts  is  for  the  time  being  per¬ 
mitted  to  be  invested,  or  of  exchequer  bills  (the  value  thereof  being 
taken  at  the  price  at  which  the  promoters  originally  purchased  the 
same,  as  appearing  by  the  broker’s  certificate  of  that  purchase)  ;  and 
in  that  case  the  Board  of  Trade  shall  vary  their  warrant  accordingly 
by  directing  the  transfer  or  deposit  of  such  amount  of  stocks,  funds, 
securities,  or  exchequer  bills  by  the  persons  therein  named. 

Where  money  is  so  paid  into  the  Supreme  Court  of  Judicature,  the 
court  may,  on  the  application  of  the  persons  named  in  the  warrant 
of  the  Board  of  Trade,  or  of  the  majority  or  survivors  of  them,  order 
that  the  same  be  invested  in  such  stocks,  funds,  or  securities  as  the 
applicants  desire  and  the  court  thinks  fit. 

In  the  subsequent  provisions  of  these  Rules,  the  term  ‘Ghe  deposit 
fund”  means  the  money  deposited,  or  the  stocks,  funds,  or  securi¬ 
ties  in  which  the  same  is  invested,  or  the  bank  annuities,  stocks, 
funds,  securities,  or  exchequer  bills  transferred  or  deposited,  as  the 
case  may  be  ;  and  the  term  “the  depositors”  means  the  persons 
named  in  the  warrant  of  the  Board  of  Trade  authorizing  the  deposit, 
or  the  majority  or  survivors  of  those  persons,  their  executors,  adminis¬ 
trators,  or  assigns. 

Rule  XXI. — Peiialty  for  Non-compietioii  of  Tramways. — If  the 
promoters  empowered  by  the  Order  to  make  the  tramway  are  pos- 


BOARD  OF  TRADE  RULES. 


689 


sessed  of  a  tramway  already  opened  for  public  traffic,  and  which  has 
during  the  year  last  past  paid  dividends  on  their  ordinary  share 
capital,  no  deposit  will  be  required  :  but  if  such  promoters  (unless 
they  are  a  Local  Authority)  do  not,  within  the  time  in  the  Order 
prescribed,  or  within  the  time  as  prolonged  by  the  special  direction 
of  the  Board  of  Trade  under  section  18  of  the  Tramways  Act,  1870, 
and  if  none  is  prescribed,  or  if  the  time  has  not  been  prolonged  as 
aforesaid,  then  within  two  years  from  the  passing  of  the  Act  con¬ 
firming  the  Order,  complete  the  tramway  authorized  by  the  Order, 
they  will  be  liable  to  a  penalty  of  £^o  a  day  for  every  day  after  the 
expiration  of  the  period  so  limited,  until  the  said  tramway  is  com¬ 
pleted  and  opened  for  public  traffic,  or  until  the  sum  received  in 
respect  of  such  penalty  shall  amount  to  five  per  cent,  on  the  esti¬ 
mated  cost  of  the  works  ;  and  the  said  penalty  may  be  applied  for 
by  any  road  authority  claiming  to  be  compensated  in  accordance 
with  the  provisions  of  Rule  XXII.,  and  in  the  same  manner  as  the 
penalty  provided  in  the  third  section  of  the  Act  17  &  18  Viet.  c.  31, 
known  as  “The  Railway  and  Canal  Traffic  Act,  1854,”  and  every 
sum  of  money  recovered  by  way  of  such  penalty  as  aforesaid  shall 
be  paid  under  the  warrant  or  order  of  such  court  or  judge  as  is 
specified  in  the  said  third  section  of  the  Act  17  &  18  Viet.  c.  31,  to 
an  account  opened  or  to  be  opened  in  the  name  and  with  the  privity 
of  the  Paymaster- General  for  and  on  behalf  of  the  Supreme  Court  of 
Judicature  in  England  [the  Queen’s  Remembrancer  of  the  Court  of 
Exchequer  in  Scotland  (according  as  the  tramway  is  situate  in  Eng¬ 
land  or  Scotland)],  in  the  bank  named  in  such  Order,  and  shall  not 
be  paid  thereout,  except  as  provided  by  Rule  XXII.,  but  no  penalty 
will  accrue  in  respect  of  any  time  during  which  it  shall  appear,  by  a 
certificate  to  be  obtained  from  the  Board  of  Trade,  that  the  pro¬ 
moters  were  prevented  from  completing  or  opening  such  tramway  by 
unforeseen  accident  or  circumstances  beyond  their  control :  Pro¬ 
vided  that  the  want  of  sufficient  funds  will  not  be  held  to  be  a  circum¬ 
stance  beyond  their  control. 

Rule  XXII. — A££licati07i  of  Defosit. — If  the  promoters  em¬ 
powered  by  the  Order  to  make  the  tramway  do  not  within  the  time 
in  the  Order  prescribed,  or  within  the  time  as  prolonged  by  the 
special  direction  of  the  Board  of  Trade  under  section  18  of  the 
Tramways  Act,  1870,  and  if  none  is  prescribed,  or  if  the  time  has 
not  been  prolonged  as  aforesaid,  then  within  two  years  from  the 
passing  of  the  Act  confirming  the  Order,  complete  the  tramway,  and 
open  it  for  public  traffic,  then  and  in  every  such  case  the  deposit 


Y  Y 


690 


APFENDJX. 


fund,  or  so  much  thereof  as  shall  not  have  been  repaid  to  the  de¬ 
positors  (or  any  sum  of  money  recovered  by  way  of  such  penalty  as 
aforesaid),  shall  be  applicable,  and  after  due  notice  in  the  London 
or  Edinburgh  Gazette,  as  the  case  may  require,  shall  be  applied 
towards  compensating  all  road  authorities  for  the  expense  incurred 
by  them  in  taking  up  any  tramway  or  materials  connected  therewith 
placed  by  the  promoters  in  or  on  any  road  vested  in  or  maintainable 
by  such  road  authorities  respectively,  and  in  making  good  all  damage 
caused  to  such  roads  by  the  construction  or  abandonment  of  such 
tramway,  and  for  which  expense  or  damage  no  compensation  or 
inadequate  compensation  shall  have  been  paid,  and  shall  be  dis¬ 
tributed  in  satisfaction  of  such  compensation  in  such  manner  and  in 
such  proportions  as  to  the  Supreme  Court  of  Judicature  in  England, 
or  Court  of  Exchequer  in  Scotland,  as  the  case  may  be,  may  seem 
fit  ;  and  if  no  such  compensation  shall  be  payable,  or  if  a  portion  of 
the  said  deposit  fund  (or  of  the  sum  or  sums  of  money  recovered  by 
way  of  penalty  aforesaid)  shall  have  been  found  sufficient  to  satisfy 
all  just  claims  in  respect  of  such  compensation,  then  the  said  deposit 
fund  (or  the  sum  or  sums  of  money  recovered  by  way  of  penalty 
aforesaid),  or  such  portion  of  it  as  may  not  be  required  as  aforesaid, 
shall  in  the  discretion  of  the  court  if  the  promoters  are  a  company 
and  a  receiver  has  been  appointed,  or  if  such  company  is  insolvent 
and  has  been  ordered  to  be  wound  up,  be  paid  or  transferred  to  such 
receiver,  or  to  the  liquidator  or  liquidators  of  the  company,  or  be 
applied  in  the  discretion  of  the  court  as  part  of  the  assets  of  the 
company,  for  the  benefit  of  the  creditors  thereof.  Subject  to  such 
application  as  aforesaid,  the  deposit  fund  may  be  repaid  or  re-trans¬ 
ferred  to  the  depositors  or  as  they  shall  direct. 

Rule  XiSAll.— Release  of  Deposit. — The  court  in  which  the 
deposit  is  made  shall,  on  the  application  of  the  depositors,  order  the 
deposit  fund  to  be  paid  or  transferred  to  the  applicants,  or  as  they 
shall  direct,  if,  within  the  time  by  the  Order  prescribed,  or  within 
the  time  prolonged  by  the  special  direction  of  the  Board  of  Trade 
under  section  18  of  the  Tramways  Act,  1870,  and  if  none  is  pre¬ 
scribed,  or  if  the  time  has  not  been  prolonged  as  aforesaid,  then 
within  two  years  from  the  passing  of  the  Act  confirming  the  Order, 
the  promoters  thereby  empowered  to  make  the  tramway,  complete  it, 
and  open  it  for  public  traffic  after  inspection  by  an  inspector  ap¬ 
pointed  by  the  Board  of  Trade,  and  upon  a  certificate  of  the  Board 
of  Trade  that  the  tramway  is  fit  for  public  traffic,  as  provided  by 
Rule  XXV.  :  Provided,  that  if  within  such  time  as  aforesaid  any 


BOARD  OF  TRADE  RULES. 


6g  I 

portion  of  a  line  of  tramway  authorized  by  an  Order  is  opened  for 
public  traffic,  after  such  inspection  as  aforesaid,  and  on  such  certifi¬ 
cate  under  Rule  XXV.  as  aforesaid,  then  on  the  production  of  a 
certificate  of  the  Board  of  Trade,  specifying  the  length  of  the  portion 
of  the  tramway  opened  as  aforesaid,  and  the  portion  of  the  deposit 
fund  which  bears  to  the  whole  of  the  deposit  fund  the  same  propor¬ 
tion  as  the  length  of  the  tramway  so  opened  bears  to  the  entire 
length  of  the  tramway  authorized  by  the  Order,  the  court  in  which 
the  deposit  is  made  shall,  on  the  application  of  the  depositors,  order 
the  said  portion  of  the  deposit  fund  so  specified  in  such  certificate 
as  aforesaid  to  be  paid  or  transferred  to  them,  or  as  they  shall 
direct. 

Rule  XXIV. — Miscellaneozis  as  to  De;posits. — The  depositors 
shall  be  entitled  to  receive  payment  of  any  interest  or  dividends 
from  time  to  time  accruing  on  the  deposit  fund  while  in  court ;  and 
the  court  in  which  the  deposit  is  made  may  from  time  to  time,  on 
the  application  of  the  depositors,  make  such  order  as  seems  fit 
respecting  the  payment  of  the  interest  or  dividends  accordingly. 

If  either  House  of  Parliament  refuse  to  confirm  any  Provisional 
Order  in  respect  whereof  a  deposit  has  been  made  under  these  rules, 
or  authorize  a  portion  only  of  any  tramway  comprized  in  such  Order, 
or  if  any  such  Provisional  Order  be  withdrawn  before  the  same  is 
confirmed  by  Parliament,  the  court  shall,  upon  production  of  a  cer¬ 
tificate  of  the  Board  of  Trade,  order  the  deposit  fund  or  a  propor¬ 
tionate  part  thereof,  as  the  case  may  be,  to  be  paid  to  the  depositors, 
or  as  they  shall  direct. 

The  issuing  in  any  case  of  any  warrant  or  certificate  relating  to 
deposit  or  to  the  deposit  fund,  or  any  error  in  any  such  warrant  or 
certificate  or  in  relation  thereto,  shall  not  make  the  Board  of  Trade, 
or  the  person  signing  the  warrant  or  certificate  on  their  behalf,  in 
any  manner  liable  for  or  in  respect  of  the  deposit  fund,  or  the  interest 
of  or  dividends  on  the  same,  or  any  part  thereof  respectively. 

Any  application  under  these  Rules  to  the  Supreme  Court  of  Judi¬ 
cature  shall  be  made  in  a  summary  manner  by  summons  at 
Chambers. 


OPENING  OF  TRAMWAYS. 

Rule  XXV. — The  promoters  shall  give  to  the  Board  of  Trade  at 
least  14  days’  notice  in  writing  of  their  intention  to  open  any  tram¬ 
way,  or  portion  of  a  tramway,  and  such  tramway  or  portion  of 
tramway,  shall  not  be  opened  for  public  traffic  until  an  Inspector 


Y  Y  2 


APPENDIX. 


692 

appointed  by  the  Board  of  Trade  has  inspected  the  same,  and  the 
Board  of  Trade  has  certified  that  it  is  fit  for  such  traffic.  The 
above-mentioned  notice  should  be  accompanied  by  the  following 
documents,  viz.  : 

(i.)  A  copy  of  the  Act  or  Provisional  Order  authorizing  the  con¬ 
struction  of  the  tramways. 

(2.)  A  copy  or  tracing  of  so  much  of  the  deposited  plans  and  sec¬ 
tions  as  relates  to  the  portion  of  tramway  proposed  to  be  opened, 
distinguishing  between  double  and  single  line,  and  showing  in  red 
ink  any  variations  therefrom  in  the  tramways  as  constructed. 

(3.)  A  list  of  the  local  and  road  authorities  concerned. 

(4.)  A  diagram  of  the  lines  submitted  for  inspection,  on  a  scale  of 
about  two  inches  to  a  mile. 

PROLONGATION  OF  TIME  FOR  THE  COMMENCEMENT 
OR  COMPLETION  OF  WORKS. 

The  Board  of  Trade,  under  the  powers  conferred  upon  them  by 
section  18  of  the  Tramways  Act,  1870,  have  made  the  following 
Rules  with  respect  to  applications  for  a  prolongation  of  time  for  the 
commencement  or  the  completion  of  the  works  authorized  by  any 
Order  made  under  the  above-named  Act : — 

1.  The  application  should  be  in  the  form  of  a  memorial  setting 
forth  the  grounds  on  which  the  application  is  made,  and  must  be 
made  least  one  month  before  the  expiration  of  the  time  prescribed 
for  the  commencement  or  the  completion  of  the  works,  as  the  case 
may  be. 

2.  The  promoters  of  any  tramway  undertaking  authorized  by  any 
Order,  who  intend  to  apply  to  the  Board  of  Trade  for  a  prolongation 
of  the  time  limited  for  the  commencement  or  the  completion  of  the 
works  authorized  by  such  Order,  shall  publish  by  advertisement, 
once  at  least  in  each  of  two  successive  weeks,  in  some  one  and  the 
same  newspaper  published  in  the  district  affected  by  such  Order,  a 
notice  of  their  intention  to  apply  to  the  Board  of  Trade  for  a  pro¬ 
longation  of  time. 

3.  The  notice  must  state  the  period  to  which  it  is  proposed  to 
prolong  the  time  limited  for  the  commencement  or  the  completion  of 
the  works,  as  the  case  may  be,  and  must  contain  a  notification  that 
all  persons  desirous  of  making  any  representation  to  the  Board  of 
Trade,  or  of  bringing  before  them  any  objection  respecting  the 
application,  may  do  so  by  letter  addressed  to  the  Assistant  Secre¬ 
tary  (Railway  Department),  Board  of  Trade,  on  or  before  a  day  to 


BOARD  OF  TRADE  RULES. 


693 


be  named  in  the  advertisement,  being  not  less  than  21  days  from  the 
date  of  the  first  publication  of  the  advertisement,  and  that  copies  of 
their  representations  or  objections  should  at  the  same  time  be  sent 
to  the  promoters. 

4.  A  similar  notice  must  be  delivered  to  every  local  and  road 
authority  before  the  second  publication  of  the  notice.  Copies  of 
newspapers  containing  the  notice,  and  a  statement  that  a  copy  of  it 
has  been  duly  served  on  the  local  and  road  authorities  as  required 
by  these  Rules,  must  be  sent  to  the  Board  of  Trade  with  the  appli¬ 
cation. 

♦  ^ 

5.  Before  the  Board  ox  Trade  comply  with  the  application,  they 
will  impose  such  conditions  (if  any)  as  they  think  fit. 


APPENDIX. 


694 


III.— Forms  of  Byelaws  and  Regulations  issued 
BY  THE  Board  of  Trade — 

(i)  For  a  Local  Authority. 

(ii)  For  a  Tramway  Company. 

(iii)  With  respect  to  the  Use  of  Steam  Power, 

(iv)  With  respect  to  Electric  Traction. 


(10 

BYELAWS  AND  REGULATIONS  MADE  BY  THE  LOCAL 
AUTHORITY,  UNDER  SECTION  46  OF  THE  TRAM¬ 
WAYS  ACT,  1870. 

1.  For  the  purpose  of  these  Byelaws  and  Regulations  the  term 
“  car”  shall  mean  any  [engine  or]  carriage  using  any  tramway  laid 
down  within  the  said  [borough],  and  the  terms  “driver  ”  and  “  con¬ 
ductor  ”  shall  respectively  mean  the  driver  and  conductor  or  other 
person  having  charge  of  a  [an  engine  or]  car. 

2.  The  driver  of  every  car  shall  cause  the  same  to  be  driven  at  a 
speed  of  not  less  than  [four]  miles  an  hour  on  the  average,  and  not 
exceeding  eight  miles  an  hour. 

3.  The  driver  of  every  car  shall  so  drive  the  same  that  it  shall  not 

follow  a  preceding  car  at  a  less  distance  than  *  yards. 

4.  Subject  to  the  requirements  of  Byelaws  Nos.  3  and  5,  the  driver 
or  conductor  of  a  car  shall  stop  the  same  for  the  purpose  of  setting 
down  or  taking  up  passengers,  when  required  by  any  passenger 
desiring  to  leave  the  car,  or  by  any  person  desirous  of  travelling  by 
the  car,  for  whom  there  is  room,  and  to  whose  admission  no  valid 
objection  can  be  made  :  Provided  that  nothing  in  this  Byelaw  shall 
require  a  car  to  be  stopped  on  any  gradient  steeper  than  i  in  25. 

*  This  distance  should  be  not  less  than  10  nor  more  than  150  yards 


BYELAWS  FOR  A  LOCAL  AUTHORITY. 


695 


5.  Except  at  a  passing  place  or  terminus,  no  car  shall  be  stopped 
at  the  intersection  or  junction  of  two  or  more  streets  or  roads,  nor 
within  [ten]  yards  of  a  car  on  an  adjoining  line  of  rails. 

6.  The  driver  of  a  car,  on  coming  in  sight  of  a  vehicle  standing  or 
travelling  on  any  part  of  the  road  so  as  not  to  leave  sufficient  space 
for  the  car  to  pass,  shall  sound  his  bell  or  whistle  as  a  warning  to 
the  person  in  charge  of  such  vehicle,  and  that  person  shall,  with 
reasonable  dispatch,  cause  such  vehicle  to  be  removed  so  as  not  to 
obstruct  the  car. 

7.  No  person  shall  in  any  way  wilfully  impede  or  interfere  with  the 
traffic  on  the  tramways,  nor  shall  any  driver  or  conductor  needlessly 
cause  interruption  to  the  ordinary  road  traffic. 

8.  Every  driver,  conductor,  or  other  person  offending  against  any 
of  these  Byelaws  and  Regulations  shall  be  liable  to  a  penalty  not 
exceeding  forty  shillings  for  each  offence,  and  not  exceeding  for  any 
continuing  offence  ten  shillings  for  every  day  during  which  the 
offence  continues. 

\_Heye  insert  any  Byelaws  to  7neet  special  casesi\ 

9.  These  Byelaws  shall  come  into  force  on  the  day 

of  18 

The  Common  Seal  of  the  said  Mayor,  Aldermen,  and  Burgesses, 
affixed  by  order  of  the  Council  of  the  said  Borough  at  a  meet¬ 
ing  of  such  Council  held  on  the  day  of 

in  the  presence  of 

Mayor. 

Town  Clerk. 

I  hereby  certify  that  a  true  copy  of  the  foregoing  Byelaws  and 
Regulations  has,  in  accordance  with  the  provisions  of  section  46  of 
the  Tramways  Act,  1870,  been  laid  before  the  Board  of  Trade  not 
less  than  two  calendar  months  before  such  Byelaws  and  Regulations 
came  into  operation,  and  that  such  Byelaws  and  Regulations  have 
not  been  disallowed  by  the  Board  of  Trade  within  the  said  two 
calendar  months. 


An  Assistant  Secretary  to  the  Board  of  Trade. 
day  of  189  . 


696 


APPENDIX. 


ill.) 

BYEL/VWS  AND  REGULATIONS  MADE  BY  THE  COM¬ 
PANY  UNDER  THE  POWERS  CONFERRED  ON  THE 
COMPANY  BY  THE  TRAMWAYS  ACT,  1870. 

1.  The  Byelaws  and  Regulations  hereinafter  set  forth  shall 
extend  and  apply  to  all  carriages  of  the  Company,  and  to  all  places 
with  respect  to  which  the  Company  have  power  to  make  Byelaws  or 
Regulations. 

2.  Every  passenger  shall  enter  or  depart  from  a  carriage  by  the 
hindermost  or  conductor’s  platform,  and  not  otherwise. 

3.  No  passenger  shall  smoke  inside  any  carriage. 

4.  No  passenger  or  other  person  shall,  while  travelling  in  or  upon 
any  carriage,  play  or  perform  upon  any  musical  instrument. 

5.  A  person  in  a  state  of  intoxication  shall  not  be  allowed  to  enter 
or  mount  upon  any  carriage,  and  if  found  in  or  upon  any  carriage 
shall  be  immediately  removed  by  or  under  the  direction  of  the  con¬ 
ductor. 

6.  No  person  shall  swear  or  use  obscene  or  offensive  language 
whilst  in  or  upon  any  carriage,  or  commit  any  nuisance  in  or  upon 
or  against  any  carriage,  or  wilfully  interfere  with  the  comfort  of  any 
passenger. 

7.  No  person  shall  wilfully  cut,  tear,  soil,  or  damage  the  cushions 
or  the  linings,  or  remove  or  deface  any  number  plate,  printed  or 
other  notice,  in  or  on  the  carriage,  or  break  or  scratch  any  window 
of  or  otherwise  wilfully  damage  any  carriage.  Any  person  acting  in 
contravention  of  this  Regulation  shall  be  liable  to  the  penalty  pre¬ 
scribed  by  these  Byelaws  and  Regulations,  in  addition  to  the  liability 
to  pay  the  amount  of  any  damage  done. 

8.  A  person  whose  dress  or  clothing  might,  in  the  opinion  of  the 
conductor  of  a  carriage,  soil  or  injure  the  linings  or  cushions  of  the 
carriage,  or  the  dress  or  clothing  of  any  passenger,  or  a  person  who, 
in  the  opinion  of  the  conductor,  might  for  any  other  reason  be  offen¬ 
sive  to  passengers,  shall  not  be  entitled  to  enter  or  remain  in  the 
interior  of  any  carriage,  and  may  be  prevented  from  entering  the 
interior  of  any  carriage,  and  shall  not  enter  the  interior  of  any  car¬ 
riage  after  having  been  requested  not  to  do  so  by,the  conductor,  and, 


BYELAIVS  FOR  A  COMPANY. 


697 


if  found  in  the  interior  of  any  carriage,  shall,  on  request  of  the  con¬ 
ductor,  leave  the  interior  of  the  carriage  upon  the  fare,  if  previously 
paid,  being  returned. 

9.  Each  passenger  shall,  upon  demand,  pay  to  the  conductor  or 
other  duly  authorised  officer  of  the  Company  the  fare  legally  demand- 
able  for  the  journey. 

10.  Each  person  shall  show  his  Ticket  (if  any)  when  required  so  to 
do  to  the  conductor  or  any  duly  authorised  servant  of  the  Company, 
and  shall  also,  when  required  so  to  do  either  deliver  up  his  Ticket  or 
pay  the  fare  legally  demandable  for  the  distance  travelled  over  by 
such  passenger. 

11.  A  passenger  not  being  an  artisan,  mechanic,  or  daily  labourer, 
within  the  true  intent  and  meaning  of  the  Acts  of  Parliament  relat¬ 
ing  to  the  Company,  shall  not  use  or  attempt  to  use  any  Ticket 
intended  only  for  such  artisans,  mechanics,  or  daily  labourers. 

12.  Personal  or  other  luggage  (including  the  tools  of  artisans, 
mechanics,  and  daily  labourers)  shall,  unless  otherwise  permitted 
by  the  conductor,  be  placed  on  the  front  or  driver’s  platform,  and 
not  in  the  interior  or  on  the  roof  of  any  carriage. 

13.  No  passenger  or  other  person  not  being  a  servant  of  the  Com¬ 
pany  shall  be  permitted  to  travel  on  the  steps  or  platforms  of  any 
carriage,  or  stand  either  on  the  roof  or  in  the  interior,  or  sit  on  the 
outside  rail  on  the  roof  of  any  carriage,  and  shall  cease  to  do  so 
immediately  on  request  by  the  conductor. 

14.  No  person,  except  a  passenger  or  intending  passenger,  shall 
enter  or  mount  any  carriage,  and  no  person  shall  hold  or  hang  on  by 
or  to  any  part  of  any  carriage,  or  travel  therein  otherwise  than  on  a 
seat  provided  for  passengers. 

15.  When  any  carriage  contains  the  full  number  of  passengers 
which  it  is  licensed  to  contain,  no  additional  person  shall  enter, 
mount,  or  remain  in  or  on  any  such  carriage  when  warned  by  the 
conductor  not  to  do  so. 

16.  When  a  carriage  contains  the  full  licensed  number  of  passen¬ 
gers,  a  notice  to  that  effect  shall  be  placed  in  conspicuous  letters 
and  in  a  conspicuous  position  on  the  carriage. 

17.  The  conductor  shall  not  permit  any  passenger  beyond  the 
licensed  number  to  enter  or  mount  or  remain  in  or  upon  any  part  of 
a  carriage. 

18.  No  person  shall  enter,  mount,  or  leave,  or  attempt  to  enter, 
mount,  or  leave,  any  carriage  whilst  in  motion. 


698 


APPENDIX. 


19.  No  dog  or  other  animal  shall  be  allowed  in  or  on  any  car¬ 
riage,  except  by  the  permission  of  the  conductor,  nor  in  any  case  in 
which  the  conveyance  of  such  dog  or  other  animal  might  be  offensive 
or  an  annoyance  to  passengers.  No  person  shall  take  a  dog  01 
other  animal  into  any  carriage  after  having  been  requested  not  to  do 
so  by  the  conductor.  Any  dog  or  other  animal  taken  into  or  on  any 
carriage  in  breach  of  this  Regulation  shall  be  removed  by  the  person 
in  charge  of  such  dog  or  other  animal  from  the  carriage  immediately 
upon  request  by  the  conductor,  and  in  default  of  compliance  with 
such  request  may  be  removed  by  or  under  the  direction  of  the  con¬ 
ductor. 

20.  No  person  shall  travel  in  or  on  any  carriage  of  the  Company 
with  loaded  fire-arms. 

21.  No  passenger  shall  wilfully  obstruct  or  impede  any  officer  or 
servant  of  the  Company  in  the  execution  of  his  duty  upon  or  in  con¬ 
nexion  with  any  carriage  or  tramway  of  the  Company. 

22.  The  conductor  of  each  carriage  shall  enforce  or  prevent  the 
breach  of  these  Byelaws  and  Regulations  to  the  best  of  his  ability. 

23.  Any  person  offending  against  or  committing  a  breach  of  any 
of  these  Byelaws  or  Regulations  shall  be  liable  to  a  penalty  not  ex¬ 
ceeding  Forty  Shillings. 

24.  The  expression  “conductor”  shall  include  any  officer  or 
servant  in  the  employment  of  the  Company  and  having  charge  of  a 
carriage. 

25.  There  shall  be  placed  and  kept  placed  in  a  conspicuous 
position  inside  of  each  carriage  in  use  a  printed  copy  of  these  Bye¬ 
laws  and  Regulations. 

26.  These  Byelaws  shall  come  into  force  on  the  day 

of  ,  189  . 

Secretary  of  the  Company. 

I  hereby  certify  that  a  true  copy  of  the  foregoing  Byelaws  and 
Regulations  has,  in  accordance  with  the  provisions  of  s.  46  of  the 
Tramways  Act,  1870,  been  laid  before  the  Board  of  Trade  not  less 
than  two  calendar  months  before  such  Byelaws  and  Regulations 
came  into  operation,  and  that  such  Byelaws  and  Regulations  have 
not  been  disallowed  by  the  Board  of  Trade  within  the  said  two 
calendar  months. 

An  Assistant  Secreta?y  to  the  Board  of  Trade. 

189  . 


REGULATIONS  AS  TO  STEAM  POWER. 


699 


(III.) 

REGULATIONS  AND  BYELAWS  MADE  BY  THE  BOARD 
OF  TRADE  WITH  RESPECT  TO  THE  USE  OF  STEAM 
[OR  ANY  MECHANICAL]  POWER  ON  TRAMWAYS. 

The  Board  of  Trade  under  and  by  virtue  of  the  powers  conferred 
upon  them  in  this  behalf,  do  hereby  order  that  the  following  Regula¬ 
tions  for  securing  to  the  public  reasonable  protection  against  danger 
in  the  exercise  of  the  powers  conferred  by  Parliament  with  respect  to 
the  use  of  steam  [or  any  mechanical]  power  on  all  or  any  of  the 
tramways  on  which  the  use  of  such  power  has  been  authorised  by  the 

(hereinafter  called  ‘‘the  tramways  ”) 
be  [added  to]  or  [substituted  for]  all  other  Regulations  in  this  behalf 
contained  in  any  Tramway  Act  or  Tramway  Order  confirmed  by  Act 
of  Parliament  or  in  any  Order  of  the  Board  of  Trade  heretofore  made 
thereunder  : 

And  the  Board  of  Trade  do  also  hereby  [make  the  following  Bye¬ 
laws]  or  [rescind  and  annul  all  Byelaws  heretofore  made  by  them 
with  regard  to  all  or  any  of  the  tramways  aforesaid,  and  do  hereby 
make  the  following  Byelaws],  or  [in  addition  to  the  Byelaws  already 
made  by  them]  with  regard  to  all  or  any  of  such  tramways  : — 

Regulations. — I.  The  engine  or  engines  to  be  used  on  the 
tramways  shall  comply  with  the  following  requirements^  that  is  to 
say ; — 

{a.)  Each  coupled  wheel  shall  be  fitted  with  a  break  block,  which 
can  be  applied  by  a  screw  or  treadle  or  by  other  means,  and 
also  by  steam. 

(Z».)  A  governor  (which  cannot  be  tampered  with  by  the  driver) 
shall  be  attached  to  each  engine,  and  shall  be  so  arranged 
that  at  any  time  when  the  engine  exceeds  a  speed  of  [teri] 
miles  an  hour  it  shall  cause  the  steam  to  be  shut  off  and  the 
break  applied. 

(g)  Each  engine  shall  be  numbered  and  the  number  shall  be 
shown  in  a  conspicuous  part  thereof. 


700 


APPENDIX. 


{d.)  Each  engine  shall  be  fitted  with  an  indicator  by  means  of 
which  the  speed  is  shown  ;  with  a  suitable  fender  to  push 
aside  obstructions  ;  and  with  a  special  bell  [or  whistle,  or 
other  apparatus]  to  be  sounded  as  a  warning  when  neces¬ 
sary. 

{c.)  Arrangements  shall  be  made  enabling  the  driver  to  com¬ 
mand  the  fullest  possible  view  of  the  road  before  him. 

[/.)  Each  engine  shall  be  free  from  noise  produced  by  blast  and 
from  the  clatter  of  machinery  such  as  to  constitute  any 
reasonable  ground  of  complaint  either  to  the  passengers  or 
to  the  public  ;  the  machinery  shall  be  concealed  from  view 
at  all  points  above  four  inches  from  the  level  of  the  rails, 
and  all  fire  used  on  such  engines  shall  be  concealed  from 
view. 

II.  Every  carriage  used  on  the  tramways  shall  be  so  constructed 
as  to  provide  for  the  safety  of  passengers,  and  for  their  safe  entrance 
to,  exit  from,  and  accommodation  in,  such  carriages,  and  for  their 
protection  from  the  machinery  of  any  engine  used  for  drawing  or 
propelling  such  carriages. 

III.  The  Board  of  Trade  and  their  officers  may,  from  time  to 
time  and  shall  on  the  application  of  the  Local  Authority  of  any  of 
the  districts  through  which  the  said  tramways  pass,  inspect  such 
engines  or  carriages  used  on  the  tramways  and  the  machinery 
therein,  and  may,  whenever  they  think  fit,  prohibit  the  use  on  the 
tramways  of  any  of  them  which  in  their  opinion  are  not  safe  for  use. 

IV.  The  speed  at  which  such  engines  and  carriages  shall  be 
driven  or  propelled  along  the  tramways  shall  not  exceed  the  rate  of 

miles  an  hour,  and  the  speed  at  which  such  engines  and 
carriages  shall  pass  through  facing-points,  whether  fixed  or  movable, 
shall  not  exceed  the  rate  of  four  miles  an  hour. 

V.  The  engines  and  carriages  shall  be  connected  by  double 
couplings. 

VI.  Every  engine  running  on  the  tramways  shall  carry  a  lamp  or 
lamps  placed  in  a  conspicuous  position  in  the  front  of  the  engine, 
and  such  lamp  or  lamps  shall  be  kept  lighted  from  sunset  to  sunrise, 
or  when  there  is  a  fog,  and  shall  show  when  lighted  a  bright  coloured 
light. 

fHere  to  follow  any  s fecial  Regulatiofis  that  may  be  necessary.^ 


REGULATIONS  AS  TO  STEAM  POWER. 


701 


VII.  The  speed  of  the  engines  and  carriages  shall  not  exceed  the 
rate  of  four  miles  an  hour  at  the  following  places  :  — 

Fefialty. — Nfote, — Any  Company  or  person  using  steam  [or  any 
mechanical]  power  on  the  tramways  contrary  to  any  of  the  above 
Regulations  is  for  every  such  offence  subject  to  a  penalty  not  ex¬ 
ceeding  ten  pounds,  and  also  in  the  case  of  a  continuing  offence  to  a 
further  penalty  not  exceeding  five  pounds  for  every  day  after  the 
first,  during  which  such  offence  continues. 

Byelaws. — I.  The  special  bell  [or  whistle,  or  other  apparatus] 
shall  be  sounded  by  the  driver  of  the  engine  from  time  to  time  when 
it  is  necessary  as  a  warning. 

II.  No  smoke  or  steam  shall  be  emitted  from  the  engines  so  as  to 
constitute  any  reasonable  ground  of  complaint  to  passengers  or  to 
the  public. 

III.  Whenever  it  is  necessary  to  avoid  impending  danger,  the 
engine  shall  be  brought  to  a  standstill. 

IV.  The  entrance  to  and  exit  from  the  carriages  shall  be  by  the 
hindermost  or  conductor’s  platform. 

[Here  to  follow  any  special  Byelaws  that  may  be  necessary  i] 

V.  The  engines  and  carriages  shall  be  brought  to  a  standstill 
immediately  before  reaching  the  following  points  : — 

VI.  A  printed  copy  of  the  foregoing  Regulations  and  Byelaws, 
and  of  all  additional  Regulations  and  Byelaws  hereafter  made,  shall 
be  placed,  and  kept  placed,  in  a  conspicuous  position  inside  of  each 
carriage  in  use  on  the  tramways. 

Penalty. — Note. — Any  person  or  corporation  offending  against  or 
committing  a  breach  of  any  of  these  Byelaws  is  liable  to  a  penalty 
not  exceeding  forty  shillings. 

The  provisions  of  the  Tramways  Act,  1870,  with  respect  to  re¬ 
covery  of  penalties  is  applicable  to  the  penalties  for  the  breach  of 
these  Regulations  or  Byelaws. 

Signed  by  order  of  the  Board  of  Trade  this  day  of  189  . 


An  Assistant  Secretary  to  the  Board  of  Trade. 


702 


APPENDIX. 


(IV.) 

REGULATIONS  MADE  BY  THE  BOARD  OF  TRADE  UNDER 
THE  PROVISIONS  OF  THE  TRAMWAYS 

ACT,  FOR  REGULATING  THE  EMPLOYMENT  OF 
INSULATED  RETURNS,  OR  OF  UNINSULATED  ME¬ 
TALLIC  RETURNS  OF  LOW  RESISTANCE  ;  FOR  PRE¬ 
VENTING  FUSION  OR  INJURIOUS  ELECTROLYTIC 
ACTION  OF  OR  ON  GAS  OR  WATER  PIPES  OR  OTHER 
METALLIC  PIPES,  STRUCTURES,  OR  SUBSTANCES  ; 
AND  FOR  MINIMISING  AS  FAR  AS  IS  REASONABLY 
PRACTICABLE  INJURIOUS  INTERFERENCE  WITH 
THE  ELECTRIC  WIRES,  LINES,  AND  APPARATUS  OF 
PARTIES  OTHER  THAN  THE  COMPANY,  AND  THE 
CURRENTS  THEREIN,  WHETHER  SUCH  LINES  DO  OR 
NOT  USE  THE  EARTH  AS  A  RETURN. 

Definitions. —  In  the  following  regulations — The  expression 
“  energy  ”  means  electrical  energy.  The  expression  “generator” 
means  the  dynamo  or  dynamos  or  other  electrical  apparatus  used 
for  the  generation  of  energy.  The  expression  “motor”  means  any 
electric  motor  carried  on  a  car  and  used  for  the  conversion  of  energy. 
The  expression  “pipe”  means  any  gas  or  water  pipe  or  other 
metallic  pipe,  structure,  or  substance.  The  expression  “wire” 
means  any  wire  or  apparatus  used  for  telegraphic,  telephonic,  elec¬ 
trical  signalling  or  other  similar  purposes.  The  expression  “  cur¬ 
rent ’'means  an  electric  current  exceeding  one-thousanth  part  of  one 
ampere.  The  expression  “The  Company”  has  the  same  meaning 
as  in  the  Tramways  Act. 

Regulations. — i.  Any  dynamo  used  as  a  generator  shall  be  of 
such  pattern  and  construction  as  to  be  capable  of  producing  a  con¬ 
tinuous  current  without  appreciable  pulsation.* 

2.  One  of  the  two  conductors  used  for  transmitting  energy  from 

*  The  Board  of  Trade  will  be  prepared  to  consider  the  issue  of  regulations 
for  the  use  of  alternating  currents  for  electrical  traction  on  application. 


REGULATIONS  AS  TO  ELECTRIC  TRACTION  703 


the  generator  to  the  motors  shall  be  in  every  case  insulated  from 
earth,  and  is  hereinafter  referred  to  as  the  “  line”  ;  the  other  may 
be  insulated  throughout,  or  may  be  uninsulated  in  such  parts  and  to 
such  extent  as  is  provided  in  the  following  regulations,  and  is  herein¬ 
after  referred  to  as  the  “  return.” 

3.  Where  any  rails  on  which  cars  run  or  any  conductors  laid 
between  or  within  three  feet  of  such  rails  form  any  part  of  a  return, 
such  part  may  be  uninsulated.  All  other  returns  or  parts  of  a  return 
shall  be  insulated,  unless  of  such  sectional  area  as  will  reduce  the 
difference  of  potential  between  the  ends  of  the  uninsulated  portion  of 
the  return  below  the  limit  laid  down  in  Regulation  7. 

4.  When  any  uninsulated  conductor  laid  between  or  witldn  three 
feet  of  the  rails  forms  any  part  of  a  return,  it  shall  be  electrically 
connected  to  the  rails  at  distances  apart  not  exceeding  100  feet 
by  means  of  copper  strips  having  a  sectional  area  of  at  least 
one-sixteenth  of  a  square  inch,  or  by  other  means  of  equal  conduc¬ 
tivity. 

5.  When  any  part  of  a  return  is  uninsulated  it  shall  be  connected 
with  the  negative  terminal  of  the  generator,  and  in  such  case  the 
negative  terminal  of  the  generator  shall  also  be  directly  connected, 
through  the  current-indicator  hereinafter  mentioned,  to  two  separate 
earth  connections  which  shall  be  placed  not  less  than  20  yards 
apart. 

Provided  that  in  place  of  such  two  earth  connections  the  Com¬ 
pany  may  make  one  connection  to  a  main  for  water  supply  of  not 
less  than  three  inches  internal  diameter,  with  the  consent  of  the  owner 
thereof  and  of  the  person  supplying  the  water,  and  provided  that 
where,  from  the  nature  of  the  soil  or  for  other  reasons,  the  Company 
can  show  to  the  satisfaction  of  an  inspecting  officer  of  the  Board  of 
Trade  that  the  earth  connections  herein  specified  cannot  be  con¬ 
structed  and  maintained  without  undue  expense  the  provisions  of 
this  regulation  shall  not  apply. 

The  earth  connections  referred  to  in  this  regulation  shall  be  con¬ 
structed,  laid,  and  maintained  so  as  to  secure  electrical  contact 
with  the  general  mass  of  earth,  and  so  that  an  electro-motive  force, 
not  exceeding  four  volts,  shall  suffice  to  produce  a  current  of  at 
least  two  amperes  from  one  earth  connection  to  the  other  through 
the  earth,  and  a  test  shall  be  made  at  least  once  in  every  month  to 
ascertain  whether  this  requirement  is  complied  with. 

No  portion  of  either  earth  connection  shall  be  placed  within  6  feet 


704 


APPENDIX. 


of  any  pipe  except  a  main  for  water  supply  of  not  less  than  3  inches 
internal  diameter  which  is  metallically  connected  to  the  earth  con¬ 
nections  with  the  consents  hereinbefore  specified. 

6.  When  the  return  is  partly  or  entirely  uninsulated  the  Company 
shall  in  the  construction  and  maintenance  of  the  tramway  {a)  so 
separate  the  uninsulated  return  from  the  general  mass  of  earth,  and 
from  any  pipe  in  the  vicinity  ;  {b)  so  connect  together  the  several 
lengths  of  the  rails ;  (c)  adopt  such  means  for  reducing  the  differ¬ 
ence  produced  by  the  current  between  the  potential  of  the  unin¬ 
sulated  return  at  any  one  point  and  the  potential  of  the  uninsulated 
return  at  any  other  point ;  and  {d)  so  maintain  the  efficiency  of  the 
earth  connections  specified  in  the  preceding  regulations  as  to  fulfil 
the  following  conditions,  viz  : — 

(i.)  That  the  current  passing  from  the  earth  connections  through 
the  indicator  to  the  generator  shall  not  at  any  time  exceed 
either  two  amperes  per  mile  of  single  tramway  line  or  five  per 
cent,  of  the  total  current  output  of  the  station. 

(ii.)  That  if  at  any  time  and  at  any  place  a  test  be  made  by  con¬ 
necting  a  galvanometer  or  other  current-indicator  to  the  unin¬ 
sulated  return  and  to  any  pipe  in  the  vicinity,  it  shall  always  be 
possible  to  reverse  the  direction  of  any  current  indicated  by  in¬ 
terposing  a  battery  of  three  Leclanche  cells  connected  in  series  if 
the  direction  of  the  current  is  from  the  return  to  the  pipe,  or  by 
interposing  one  Leclanche  cell  if  the  direction  of  the  current  is 
from  the  pipe  to  the  return. 

In  order  to  provide  a  continuous  indication  that  the  condition  (i) 
is  complied  with,  the  Company  shall  place  in  a  conspicuous  position 
a  suitable,  properly  connected,  and  correctly  marked  current- 
indicator,  and  shall  keep  it  connected  during  the  whole  time  that  the 
line  is  charged. 

The  owner  of  any  such  pipe  may  require  the  Company  to  permit 
him  at  reasonable  times  and  intervals  to  ascertain  by  test  that  the 
conditions  specified  in  (ii)  are  complied  with  as  regards  his  pipe. 

7.  When  the  return  is  partly  or  entirely  uninsulated  a  continuous 
record  shall  be  kept  by  the  Company  of  the  difference  of  potential 
during  the  working  of  the  tramway  between  the  points  of  the  unin¬ 
sulated  return  furthest  from  and  nearest  to  the  generating  station.  If 
at  any  time  such  difference  of  potential  exceeds  the  limit  of  seven  volts, 
the  Company  shall  take  immediate  steps  to  reduce  it  below  that  limit 


REGULATIONS  AS  TO  ELECTRIC  TRACTION.  705 


8.  Every  electrical  connection  with  any  pipe  shall  be  so  arranged 
as  to  admit  of  easy  examination,  and  shall  be  tested  by  the  Com¬ 
pany  at  least  once  in  every  three  months. 

9.  Every  line  and  every  insulated  return  or  part  of  a  return  except 
any  feeder  shall  be  constructed  in  sections  not  exceeding  one-half  of 
a  mile  in  length,  and  means  shall  be  provided  for  isolating  each 
such  section  for  purposes  of  testing. 

10.  The  insulation  of  the  line  and  of  the  return  when  insulated, 
and  of  all  feeders  and  other  conductors,  shall  be  so  maintained  that 
the  leakage  current  shall  not  exceed  one-hundredth  of  an  ampere 
per  mile  of  tramway.  The  leakage  current  shall  be  ascertained 
daily  before  or  after  the  hours  of  running  when  the  line  is  fully 
charged.  If  at  any  time  it  should  be  found  that  the  leakage  cur¬ 
rent  exceeds  one-half  of  an  ampere  per  mile  of  tramway  the  leak 
shall  be  localised  and  removed  as  soon  as  practicable,  and  the 
running  of  the  cars  shall  be  stopped  unless  the  leak  is  localised  and 
removed  within  twenty-four  hours.  Provided  that  where  both  line  and 
return  are  placed  within  a  conduit  this  regulation  shall  not  apply. 

11.  The  insulation  resistance  of  all  continuously  insulated  cables 
used  for  lines,  for  insulated  returns,  for  feeders,  or  for  other  purposes, 
and  laid  below  the  surface  of  the  ground,  shall  not  be  permitted  to 
fall  below  the  equivalent  of  ten  megohms  for  a  length  of  one  mile. 
A  test  of  the  insulation  resistance  of  all  such  cables  shall  be  made 
at  least  once  in  each  month. 

12.  Where  in  any  case  in  any  part  of  the  tramway  the  line  is 
erected  overhead  and  the  return  is  laid  on  or  under  the  ground,  and 
where  any  wires  have  been  erected  or  laid  before  the  construction 
of  the  tramway  in  the  same  or  nearly  the  same  direction  as  such 
part  of  the  tramway,  the  Company  shall,  if  required  so  to  do  by  the 
owners  of  such  wires  or  any  of  them,  permit  such  owners  to  insert 
and  maintain  in  the  Company’s  line  one  or  more  induction-coils  or 
other  apparatus  approved  by  the  Company  for  the  purpose  of  pre¬ 
venting  disturbance  by  electric  induction.  In  any  case  in  which  the 
Company  withhold  their  approval  of  any  such  apparatus  the  owners 
may  appeal  to  the  Board  of  Trade,  who  may,  if  they  think  fit,  dis¬ 
pense  with  such  approval. 

13.  Any  insulated  return  shall  be  placed  parallel  to  and  at  a  dis¬ 
tance  not  exceeding  three  feet  from  the  line  when  the  line  and 
return  are  both  erected  overhead,  or  eighteen  inches  when  they  aie 
both  laid  underground. 


Z  Z 


7o6 


APPENDIX. 


14.  In  the  disposition,  connections,  and  working  of  feeders  the 
Company  shall  take  all  reasonable  precautions  to  avoid  injurious 
interference  with  any  existing  wires. 

The  Company  shall  so  construct  and  maintain  their  system  as 
to  secure  good  contact  between  the  motors  and  the  line  and  return 
respectively. 

16.  The  Company  shall  adopt  the  best  means  available  to  prevent 
the  occurrence  of  undue  sparking]at  the  rubbing  or  rolling  contacts 
in  any  place  and  in  the  construction  and  use  of  their  generator  and 
motors. 

17.  In  working  the  cars  the  current  shall  be  varied  as  required 
by  means  of  a  rheostat  containing  at  least  twenty  sections,  or  by 
some  other  equally  efficient  method  of  gradually  varying  resistance. 

18.  Where  the  line  or  return  or  both  are  laid  in  a  conduit  the 
following  conditions  shall  be  complied  with  in  the  construction  and 
maintenance  of  such  conduit ; — 

(a.)  The  conduit  shall  be  so  constructed  as  to  admit  of  easy  exa¬ 
mination  of  and  access  to  the  conductors  contained  therein  and 
their  insulators  and  supports. 

{d.)  It  shall  be  so  constructed  as  to  be  readily  cleared  of  accumu¬ 
lation  of  dust  or  other  dedris,  and  no  such  accumulation  shall 
be  permitted  to  remain. 

{c.)  It  shall  be  laid  to  such  falls  and  "so  connected  to  sumps  or 
other  means  of  drainage,  as  to  automatically  clear  itself  of 
water  without  danger  of  the  water  reaching  the  level  of  the 
conductors. 

{d.)  If  the  conduit  is  formed  of  metal,  all  separate  lengths  shall 
be  so  jointed  as  to  secure  efficient  metallic  continuity  for  the 
passage  of  electric  currents.  Where  the  rails  are  used  to  form 
any  part  of  the  return  they  shall  be  electrically  connected  to  the 
conduit  by  means  of  copper  strips  having  a  sectional  area  of  at 
least  one-sixteenth  of  a  square  inch,  or  other  means  of  equal 
conductivity,  at  distances  apart  not  exceeding  one  hundred  feet. 
Where  the  return  is  wholly  insulated  and  contained  within  the 
conduit,  the  latter  shall  be  connected  to  earth  at  the  generat¬ 
ing  station  through  a  high-resistance  galvanometer  suitable  for 
the  indication  of  any  contact  or  partial  contact  of  either  the 
line  or  the  return  with  the  conduit. 

(<?.)  If  the  conduit  is  formed  of  any  r.on-metallic  material  not  being 


REGULATIONS  AS  TO  ELECTRIC  TRACTION.  707 


of  high  insulating  quality  and  impervious  to  moisture  through¬ 
out,  and  is  placed  within  six  feet  of  any  pipe,  a  non-conducting 
screen  shall  be  interposed  between  the  conduit  and  the  pipe,  of 
such  material  and  dimensions  as  shall  provide  that  no  current 
can  pass  between  them  without  traversing  at  least  six  feet  of 
earth,  or  the  circuit  itself  shall  in  such  case  be  lined  with  bitu¬ 
men  or  other  non-conducting  damp-resisting  material  in  all 
cases  where  it  is  placed  within  six  feet  of  any  pipe. 

(yi)  The  leakage  current  shall  be  ascertained  daily,  before  or  after 
the  hours  of  running  when  the  line  is  fully  charged,  and  if  at 
any  time  it  shall  be  found  to  exceed  half  an  ampere  per  mile  of 
tramway  the  leak  shall  be  localised  and  removed  as  soon  as 
practicable,  and  the  running  of  the  cars  shall  be  stopped  unless 
the  leak  is  localised  and  removed  within  twenty-four  hours. 

19.  The  Company  shall,  so  far  as  may  be  applicable  to  their 
system  of  working,  keep  records  as  specified  below.  These  records 
shall,  if  and  when  required,  be  forwarded  for  the  information  of  the 
Board  of  Trade. 

Daily  Records. — No.  of  cars  running. 

Maximum  working  current. 

Maximum  working  pressure. 

Maximum  current  from  the  earth  connections  {vtde  Regula¬ 
tion  6  (i.)). 

Leakage  current  {vide  Regulations  10  and  18  (/.)). 

Fall  of  potential  in  return  {mde  Regulation  7). 

Monthly  Records. — Condition  of  earth  connections  (z//de  Regu¬ 
lation  5). 

Insulation  resistance  of  insulated  cables  (vide  Regulation  ii). 

Quarterly  Records. — Conductance  of  joints  to  pipes  {vide 
Regulatic*n  8). 

Occasional  Records. — Any  tests  made  under  provisions  of 
Regulation  6  (ii.). 

Localisation  and  removal  of  leakage,  stating  time  occupied. 

Particulars  of  any  abnormal  occurrence  affecting  the  electric  work¬ 
ing  of  the  tramway. 

6th  March,  1894.  Board  of  Trade, 

7,  Whitehall  Gardens,  S.W. 

z  z  2 


APPENDIX. 


708 

IV. — Parlia^ientary  Enactments  as  to  Scotland 

AND  Ireland. 


SCOTLAND. 

There  is  a  special  Act — the  Tramways  (Scotland)  Act,  1861  (24  & 
25  Viet.  c.  69) — applying  only  to  Scotland,  by  which  facilities  were 
given  for  the  construction  of  tramways  in  country  districts  (namely, 
on  “turnpike  and  statute  labour  roads”),  but  practically  none  for 
their  construction  in  large  towns.  Even  as  regards  country  districts, 
however,  the  Act  has  remained  a  dead  letter.  The  Tramways  Act, 
1870  {ante,  pp.  665  to  672),  applies  to  Scotland  as  well  as  England, 
and  since  the  date  of  its  passing,  all  tramways  constructed  in  Scot¬ 
land  have  accordingly  been  subject  to  its  provisions,  which  (as  will 
have  been  seen)  afford  the  fullest  facility  for  the  construction  of  tram- 
wa3^s  in  towns. 

IRELAND. 

In  Ireland,  the  Act  of  1870  does  not  apply,  there  being  a  number 
of  Acts  applicable  to  Ireland  alone.  The  proceedings  under  these 
Acts,  although  not  as  uniform  as  in  England  under  the  single  Act  of 
1870,  are  of  a  simple  character. 

The  Acts  relating  to  tramways  are  the  Tramways  (Ireland)  Act, 
i860  (23  &  24  Viet.  c.  152) ;  the  Tramways  Ireland  (Amendment) 
Act,  1861  (24  &  25  Viet.  c.  102);  the  Act  of  1871,  known  as  Lord 
Cairns’s  Act  (34  &:  35  Viet.  c.  114)  ;  the  amending  Act  of  1876  relat¬ 
ing  only  to  Dublin  (39  &  40  Viet.  c.  65)  ;  the  Tramways  (Ireland) 
Amendment  Act,  1881  (44  &  45  Viet.  c.  17)  ;  and  the  Tramways  and 
Public  Companies  (Ireland)  Act,  1883  (46  &  47  Viet.  c.  43). 

The  course  of  procedure  under  the  Acts  is  as  follows  :  The  pro¬ 
moters  present  a  memorial  to  the  Lord  Lieutenant  in  Council,  setting 
forth  the  particulars  of  their  scheme,  and  stating  that  the  require¬ 
ments  of  the  Acts  as  to  notice,  &c.,  have  been  complied  with  ;  and 
to  the  memorial  is  appended  a  draft  of  the  proposed  Order.  A  public 
inquiry  is  then  made  by  the  Board  of  Works  as  to  the  merits  of  the 
undertaking  in  an  engineering  point  of  view,  and  the  grand  jury 
of  the  county^  after  considering  the  report  of  the  Board  of  Works 
and  other  matters,  provisionally  approve  or  disapprove  of  the  under¬ 
taking.  Provision  is  made  for  traversing  their  decision  on  the 
grounds  either  that  the  preliminaries  required  by  law  have  not  been 
complied  with,  or  that  the  construction  of  the  undertaking  according 


PARLIAMENTAR  ENACTMENTS. 


709 


to  the  plan  approved  of  by  them  would  not  be  beneficial  to  the 
public.  An  appeal  is  reserved  to  the  Lord  Lieutenant,  who  has  a 
discretion  as  to  making  an  Order  or  not. 

“  The  Order  is  not  required  to  be  confirmed  by  Parliament  in  cases 
where  the  undertaking  is  approved  by  the  grand  jury  and  no  petition  of 
appeal  against  such  approval  has  been  presented  to  the  Lord  Lieu¬ 
tenant  ;  but  in  any  case  in  which  an  appeal  has  been  presented  before 
the  Order  in  Council  is  made,  the  Order  has  no  effect  until  confirmed 
by  Parliament,  even  although  no  person  shall  appear  on  such  appeal. 

“  The  authorised  gauge  is  five  feet  three  inches,  being  the  ordinary 
railway  gauge  in  Ireland.”  * 

Lord  Cairns’s  Act  of  1871  provided  for  the  introduction  of  steam  as 
a  motive  power,  subject  to  a  restriction  to  a  speed  of  six  miles  an 
hour  on  country  roads,  and  three  miles  an  hour  in  towns  or  villages 
(the  latter  restriction  pointing,  no  doubt,  to  the  use  of  steam  for 
mineral  rather  than  for  passenger  traffic) ;  but  by  the  Act  of  i88t  a 
speed  of  six  miles  an  hour  was  allowed  in  towns  or  villages,  and  a 
speed  of  ten  miles  on  country  roads. 

By  a  separate  set  of  Acts  relating  to  “  light  railways  ”  in  Ireland, 
provision  has  been  made  for  aid  from  the  Treasury  in  cases  where  it 
is  declared  by  the  Lord  Lieutenant  of  Ireland  in  Council  that  it  is 
desirable  that  a  light  railway  should  be  constructed  for  the  develop¬ 
ment  of  fisheries  or  other  industries  ;  and  it  is  declared  that  the 
expression  “light  railway”  includes  “tramway”  as  that  word  is 
used  in  the  Tramway  (Ireland)  Acts  (52  &:  53  Viet.  c.  66,  §  ii).  The 
proceedings  to  be  taken  for  the  establishment  of  light  railways  are 
similar  to  those  in  the  case  of  tramways,  subject,  however,  to  the 
special  provisions  of  the  Acts  dealing  with  light  railways.  These 
are  the  Light  Railways  (Ireland)  Act,  1889  (52  &  53  Viet.  c.  66) ;  the 
Railways  (Ireland)  Act,  1890  (53  and  54  Viet.  c.  52);  Transfer  of 
Railways  (Ireland)  Act,  1890  (54  Viet.  c.  2) ;  and  the  Public 
Accounts  and  Charges  Act,  1891  (54  &  55  Viet.  c.  24). 

By  the  Act  of  1890,  it  was  provided  that  the  promoters  of  any 
undertaking,  who  have  obtained  from  a  grand  jury  a  presentment 
under  the  Tramways  (Ireland)  Acts  approving  of  their  undertaking, 
may  enter  into  an  agreement  with  any  railway  company  with  whose 
railway  the  undertaking  is  or  is  intended  to  be  connected,  for  the 
transfer  of  the  undertaking  to  the  railway  company.  But  any  such 
agreement  requires  the  sanction  of  the  shareholders  of  the  railway 
company  and  the  approval  of  the  Railway  and  Canal  Commission. 
(54  Viet.  c.  2,  §§  1—3.) 

*  Sutton’s  Tramway  Acts  of  United  Kuigdom  (2nded.,  1883),  pp.  li.,  lii. 


710 


APPENDIX, 


V. — Terms  of  Purchase  of  Tramways  by-  Local 
Authorities  (Judgment  of  the  House  of  Lords). 


Judgment  was  given  by  the  House  of  Lords,  determining  the 
interpretation  to  be  put  on  certain  provisions  of  the  Tramways  Act, 
1870,  on  30th  July,  1894.  Two  cases  were  before  the  House  on 
appeal — in  the  one  case  from  the  Scotch  Courts,  and  in  the  other  case 
from  the  English  Courts — the  main  question  being  the  same  in  each 
case — namely,  upon  what  principle  the  sum  to  be  paid  by  a  Local 
Authority  for  the  purchase  of  a  line  of  tramway,  under  the  provisions 
of  the  43rd  section  of  the  Act  of  1870,  is  to  be  calculated.  Section  43 
of  the  Tramways  Act,  1870,  is  as  follows  ; — 

“  Where  the  promoters  of  a  tramway  in  any  district  are  not  the  local 
authority,  the  local  authority,  if,  by  resolution  passed  at  a  special  meeting  ot 
the  members  constituting  such  local  authority,  they  so  decide,  may  ^vithin  six 
months  after  the  expiration  of  a  period  of  twenty-one  years  from  the  time  when 
such  promoters  were  empowered  to  construct  such  tramway,  and  wdthin  six 
months  after  the  expiration  of  every  subsequent  period  of  seven  years,  or  within 
tliree  months  after  any  order  made  by  the  Board  of  Trade  under  either  of  the 
two  next  preceding  sections,  with  the  approval  of  the  Board  of  Trade,  by 
notice  in  writing  require  such  promoters  to  sell,  and  thereupon  such  promoters 
shall  sell  to  them  their  undertaking,  or  so  much  of  the  same  as  is  within  such 
district,  upon  terms  of  paying  the  then  value  (exclusive  of  any  allowance  for 
past  or  future  profits  of  the  undertaking,  or  any  compensation  for  compulsory 
sale,  or  other  consideration  whatsoever)  of  the  tramway,  and  all  lands,  build¬ 
ings,  works,  materials,  and  plant  of  the  promoters  suitable  to  and  used  by 
them  for  the  purposes  of  their  undertaking  within  such  district,  such  value  to 
be  in  case  of  difference  determined  by  an  engineer  or  other  fit  person  nomin¬ 
ated  as  referee  by  the  Board  of  Trade  on  the  application  of  either  party,  and 
the  expenses  of  the  reference  to  be  borne  and  paid  as  the  referee  directs.  And 
when  any  such  sale  has  been  made,  all  the  rights,  powers,  and  authorities  of 
such  promoters,  in  respect  to  the  undertaldng  sold,  or  where  any  order  has 
been  made  by  the  Board  of  Trade  under  either  of  the  next  preceding  sections, 
all  the  rights,  powers,  and  authorities  of  such  promoters,  prerious  to  the 
malving  of  such  order  in  respect  to  the  undertaking  sold,  shall  be  transferred 
to,  vested  in,  and  may  be  exercised  by  the  authority  to  whom  the  same  has 
been  sold,  in  like  manner  as  if  such  tramway  was  constructed  by  such  authority 
under  the  powers  conferred  upon  them  by  a  prorisional  order  under  this  Act, 
and  in  reference  to  the  same  they  shall  be  deemed  to  be  the  promoters.” 

The  subjoined  report  of  the  two  cases  is  taken  (in  substance)  from 
the  Times  of  July  31st,  1894  : — 


TERMS  OF  PURCHASE. 


n 

4 


I  I 


HOUSE  OF  LORDS  (July  30,  1894). 

[Before  the  Lord  Chancellor,  Lord  Watson,  Lord 
Ashbourne,  and  Lord  Shand). 

The  Edinburgh  Street  Tramways  Company  v.  The  Lord 
Provost,  Magistrates,  &c.,  of  the  City  of  Edinburgh. 

This  was  an  appeal  by  the  above-mentioned  tramway  company  from 
a  decision  of  the  First  Division  of  the  Court  of  Session  in  Scotland,  the 
respondents  being  the  local  authority  within  the  City  of  Edinburgh 
entitled  by  section  43  of  the  Tramways  Act,  1870,  to  purchase  the 
tramway  undertaking  within  their  district  on  the  expiration  of  twenty- 
one  years  from  the  time  when  it  was  authorised  to  be  constructed. 

On  the  1 2th  of  August,  1892,  they  gave  notice  to  the  appellants  that, 
in  exercise  of  their  rights  under  the  section,  they  would  purchase  the 
appellants’  undertaking  within  the  City  of  Edinburgh  (except  the  line 
from  Waterloo  Place  to  Jock’s  Lodge),  twenty-one  years  having 
elapsed  since  the  appellants’  tramway  was  authorised.  The  appel¬ 
lants  and  respondents  having  differed  as  to  the  price  to  be  paid  for 
the  undertaking,  the  Board  of  Trade,  on  November  15th,  1892, 
appointed  Mr.  Henry  Tennant,  of  York,  as  referee,  to  fix  what  the  said 
price  should  be. 

Mr.  Tennant  having  heard  proof  on  behalf  of  both  parties,  including 
evidence  for  the  appellants  as  to  the  rental  value  of,  or  owners’ 
interest  in,  the  tramway  lines  which  the  respondents  were  purchasing, 
on  November  13th,  1893,  he  issued  his  award,  finding  the  appellants 
entitled  to  £212, ys.  6d.  for  the  various  items  which  were  being 
sold  by  them  to,  and  which  had  to  be  paid  for  by,  the  respondents. 

In  setting  out  award,  Mr.  Tennant  stated  that  the  following  ques¬ 
tions  arose  in  the  course  of  the  proof  and  argument : — 

“  (Second),  Whether  in  view  of  the  terms  of  said  section  43  of  said  Tram¬ 
ways  Act  of  1870,  I  am  entitled,  in  valuing  tramways,  to  take  into  account  the 
present  profits  or  rental  value  of  the  undertaking,  or  on  what  other  basis  the 
value  of  said  tramways  should  be  determined;  and  (Third)  whether,  in  the 
event  of  the  basis  of  valuation  of  said  tramways  being  found  to  be  according  to 
the  cost  of  construction  and  establishment,  I  am  entitled  in  said  valuation  to 
make  allowance  to  said  company  for  certain  sums  expended  by  said  company 
in  obtaining  Parliamentary  authority  for  the  construction  thereof,  and  for  a 
sum  of  ;!ri2,500  contributed  by  said  company  towards  the  cost  of  widening  the 
North  Bridge  in  the  City  of  Edinburgh.” 

Mr.  Tennant  went  on  to  say  : — ■ 

“  And,  considering  that,  to  enable  me,  as  referee  under  said  appointment  by 
the  Board  of  Trade,  to  proceed  to  the  proper  and  complete  determination  of 
the  value  of  the  said  tramways,  lands,  buildings,  and  others,  I  have  found  it 


APPENDIX. 


7  I  2 


necessary,  in  the  first  place,  to  dispose  of  the  said  questions  which  have  arisen 
as  aforesaid,  and  that,  after  full  consideration  of  said  questions,  and  specially 
after  careful  consideration  of  the  terms  of  said  section  43  of  said  Tramways 

Act  of  1870,  I  am  of  opinion  that  I  must  assume . (Second)  That  in 

valuing  the  tramways  I  am  not  entitled  to  take  into  account  the  present  profits 
or  rental  value  of  the  undertaking,  but  that  the  pro]:)er  value  of  said  tramways 
to  be  determined  by  me,  according  to  my  construction  of  the  statute  is  such 
sum  as  it  would  cost  to  construct  and  establish  the  same  under  deduction  of  a 
proper  sum  in  respect  of  de]:ireciation  to  their  present  condition,  and  that  in 
estimating  such  cost  I  am  entitled  to  take  into  account  the  fact  that  said  tram¬ 
ways  are  now  succes.-.fully  constructed  and  in  complete  working  condition ; 
(Third)  that  I  am  entitled,  in  valuing  said  tramways  according  to  cost  of  con- 
•struction  and  establishment,  to  make  allowance  both  for  the  sums  expended  by 
said  company  in  obtaining  said  Parliamentary  authority,  in  so  far  as  I  consider 
such  expenditure  necessary  or  proper,  and  also  for  the  said  sum  of  ;^2,5C)0, 
which  sum  I  consider  was  a  necessary  and  proper  expenditure  by  said  company 
to  enable  double  lines  of  tramways  to  be  laid  over  said  North  Bridge,  and 
which  double  lines  form  ])art  of  the  undertaking.” 

Action  was  taken  by  the  tramway  company  for  the  purpose  of 
reducing  the  said  award  or  degree-arbitral,  on  the  ground  that  Mr. 
Tennant’s  view  of  the  43rd  section  of  the  Tramways  Act  was 
erroneous  ;  and  for  declarator  that  he  ought,  under  that  section,  to 
have  fixed  the  value  to  be  paid  by  the  Corporation  of  Edinburgh  for 
the  tramway  on  a  rental  basis,  and  for  an  order  on  him  to  proceed 
with  the  reference,  and  to  find  and  declare  the  value  of  the  tramway 
lines  according  to  their  rental  value.  Both  the  Lord  Ordinary  and 
the  First  Division  (the  Lord  President  dissenting),  in  the  Court  of 
Session,  held  Mr.  Tennant’s  award  to  be  good  and  his  view  of  the 
43rd  section  of  the  Tramways  Act  to  be  correct,  and  repelled  the 
appellants’  pleas,  sustained  the  defences,  and  assoilzied  the 
respondents.  The  appellants  thereupon  brought  the  present  appeal. 

Mr.  Asher,  Q.C.,  Mr.  A.  Graham  Murray,  Q.C.,  and  Mr.  Vary 
Campbell,  appeared  for  the  company  ;  and  the  Lord  Advocate  and 
Mr.  Moulton,  Q.C.,  for  the  Edinburgh  Corporation  ;  and  when  the 
case  was  argued  some  time  ago,  judgment  was  reserved. 

Their  Lordships  now  delivered  judgment,  from  which  it  will  be  seen 
that  the  decision  of  the  Court  below  in  favour  of  the  respondents  was 
affirmed  by  a  majority,  Lord  Ashbourne  dissenting. 

The  Lord  Chancellor.- — -The  appellant  company  was  formed 
under  the  provisions  of  a  private  Act  of  Parliament  in  the  year  1871. 
This  Act  incorporated  Part  11.  and  Part  III.  of  the  Tramways  Act,  1870. 
Section  43  of  that  Act  entitled  the  respondents  within  six  months  after 
the  expiration  of  a  period  of  twenty-one  years  from  the  time  when  the 
appellants  were  empowered  to  construct  the  tramway  by  notice  in 
writing  to  require  the  appellants  to  sell  their  undertaking.  They 


7'£/^J/S  OF  PUF CHASE. 


713 


accordingly,  on  August  I2tn,  iS92,gave  notice  to  the  appellants  that  in 
exercise  of  their  rights  under  that  section  they  would  purchase  the 
appellants’  undertaking  within  the  city  of  Edinburgh. 

The  appellants  and  respondents  having  differed  as  to  the  price  to  be 
paid,  the  Board  of  Trade  appointed  i\Ir.  Henry  Tennant,  of  York,  as 
referee,  to  fix  what  the  price  should  be.  In  the  narrativ^e  of  the  award 
or  degree-arbitral,  which  he  made,  Mr.  Tennant  stated  that,  in  his 
opinion,  after  careful  consideration  of  the  terms  of  section  43  of  the 
Tramways  Act,  1870,  in  valuing  the  tramways  he  was  not  entitled  to 
take  into  account  the  present  profits  or  rental  value  of  the  undertaking, 
but  that  the  proper  value  of  the  tramways  to  be  determined  by  him, 
according  to  his  construction  of  the  statute,  was  such  sum  as  it  would 
cost  to  construct  and  establish  the  same  under  deduction  of  a  proper 
sum  in  respect  of  depreciation  for  their  present  condition,  and  that  in 
estimating  such  cost  he  was  entitled  to  take  into  account  the  fact  that 
the  tramways  were  then  successfully  constructed  and  in  complete 
working  condition. 

The  present  action  was  thereupon  raised  by  the  appellants  against 
the  respondents  for  the  purpose  of  reducing  Mr.  Tennant’s  award 
or  decree-arbitral,  upon  the  ground  that  his  view  of  section  43  of 
the  Tramways  Act,  1870,  was  erroneous,  and  for  declarator  that  he 
ought,  under  the  section,  to  have  fixed  the  value  to  be  paid  by  the 
respondents  for  the  tramways  upon  the  rental  basis,  and  for  an  order 
on  him  to  proceed  with  the  reference,  and  to  find  and  declare  the  value 
of  the  tramway  lines  according  to  their  rental  value.  Both  the  Lord 
Ordinary  and  the  First  Division  of  the  Inner  House  have  held  Mr. 
Tennant’s  award  to  be  good,  and  have  assoilzied  the  respondents. 
The  question  on  this  appeal  is  whether  these  decisions  were  correct. 

The  question  turns  on  the  construction  to  be  put  upon  the  language 
employed  in  section  43  of  the  Tramways  Act,  1870,  which  prescribes 
the  terms  upon  which  the  promoters  of  a  tramway  (in  this  case  the 
appellants)  are  to  sell  their  undertaking  to  the  local  authority.  The 
words  are  as  follows: — “Upon  terms  of  paying  the  then  value  (ex¬ 
clusive  of  any  allowance  for  past  or  future  profits  of  the  undertaking, 
or  any  compensation  for  compulsory  sale,  or  other  consideration 
whatsoever  )  of  the  tramway  and  all  lands,  buildings,  works,  materials, 
and  plant  of  the  promoters  suitable  to  and  used  by  them  for  the  pur¬ 
poses  of  their  undertaking.” 

It  is  contended  on  behalf  of  the  appellants  that  the  value  of  the 
tramway  must  be  ascertained  by  taking  into  consideration  what 
rental  could  be  obtained  for  it  if  let  with  all  the  statutory  rights 
of  using  it  possessed  by  the  promoters,  and  then  allowing  whatever 


714 


APPENDIX. 


may  be  thought  the  proper  number  of  years’  purchase  of  the  rental 
which  could  thus  be  obtained.  The  sum  so  arrived  at,  it  was  argued, 
would  represent  the  then  value  of  the  tramway  within  the  meaning 
of  the  section.  Before  discussing  the  language  used  by  the  Legisla¬ 
ture,  it  is,  I  think,  necessary  to  consider  the  nature  of  the  rights  and 
powers  of  the  promoters  which  it  is  said  are  to  be  thus  taken  into 
account,  and  the  manner  in  which  they  are  conferred  upon  them. 
The  promoters  obtained  authority,  in  the  first  place,  to  interfere  with 
public  highways  by  laying  down  tramways  upon  them,  and  maintaining 
the  tramways  so  laid  down.  But  the  most  important  power  which 
they  obtained  was  that  contained  in  section  34  of  the  Tramways  Act, 
1870,  which  authorised  them  to  use  upon  the  tramways  so  laid  down 
carriages  with  flanged  wheels,  or  wheels  suitable  only  to  run  on  the 
rail  prescribed  by  their  Act,  and  provided  that  subject  to  the  provisions 
of  their  Special  Act  and  of  that  Act  the  promoters  and  their  lessees 
should  have  the  exclusive  use  of  their  tramways  for  carriages  with 
flanged  wheels  or  other  wheels  suitable  only  to  run  on  the  prescribed 
rail.  It  will  be  seen  that  the  power  thus  conferred  is  limited  to  the 
promoters  and  their  lessees,  the  promoters  being  the  person  or  com¬ 
pany  authorised  to  construct  the  tramways.  The  right  conferred  is  a 
personal  one,  and  cannot  be  claimed  by  any  persons  who  do  not  come 
within  the  designation  of  promoters  or  lessees  of  promoters.  It  is 
not  conferred  upon  the  promoters’  assignees.  A  conveyance,  there¬ 
fore,  by  the  promoters  of  their  tramways,  or  even  of  their  undertaking, 
would  not  carry  with  it  the  right  to  the  statutory  monopoly  conferred 
upon  the  promoters  by  the  section  to  which  I  have  referred. 

I  proceed  now  to  consider  the  words  of  the  provision  upon  which 
the  question  at  issue  turns.  It  is  to  be  observed  that,  although  the 
undertaking  is  described  as  the  subject  of  the  sale,  it  is  to  be  sold, 
not  upon  terms  of  paying  its  then  value,  but  upon  terms  of  paying 
“  the  then  value  of  the  tramway  and  all  lands,  buildings,  works, 
material,  and  plant  of  the  promoters  suitable  to  and  used  by  them 
for  the  purposes  of  their  undertaking.”  It  appears  clear  that  the 
word  “tramway”  cannot  be  read  as  synonymous  with  “undertak¬ 
ing.”  The  words  which  follow  “  tramway  ”  are,  to  my  mind,  con¬ 
clusive  upon  this  point.  What,  then,  does  “  tramway  ”  mean  as 
used  in  the  section  ?  I  have  examined  every  instance  of  its  use  in 
the  statute,  and  it  appears  to  me  in  every  other  case,  at  all  events, 
to  be  used  to  describe  the  structure  laid  down  on  the  highway,  and 
nothing  more,  and  I  cannot  see  my  way  to  give  any  other  meaning 
to  it  in  the  section  under  consideration.  The  word  “tramway” 
may,  no  doubt,  without  impropriety  be  held  to  include  all  proprietary 


TBIRMS  OF  PURCHASE. 


7^5 


rights  attached  to  it ;  but  I  do  not  think  that  it  can  with  propriety 
be  held  to  compromise  all  the  powers  in  relation  to  the  tramwa}^ 
which  are  conferred  by  the  statute  upon  the  promoters.  I  have 
already  pointed  out  that  the  power  exclusively  to  use  the  tramway 
was  granted  to  the  promoters  as  such,  and  is  not  capable  of  transfer 
by  them.  This  is  distinctly  recognised  by  the  enactment  which  im¬ 
mediately  follows  that  under  consideration.  It  is  provided  that 
when  a  sale  has  been  made,  all  the  rights,  powers,  and  authorities 
of  the  promoters  in  respect  to  the  undertaking  sold  shall  be  trans¬ 
ferred  to,  vested  in,  and  may  be  exercised  by  the  authority  to  whom 
the  same  has  been  sold  in  like  manner  as  if  the  tramway  was  con¬ 
structed  by  such  authority  under  the  powers  conferred  upon  them  by 
a  provisional  order  under  the  Act,  and  in  reference  to  the  same  they 
shall  be  deemed  to  be  the  promoters.  It  is  by  virtue  of  this  enact¬ 
ment,  and  of  this  alone,  that  the  local  authority  become  entitled  to 
the  exclusive  use  of  the  tramway,  which  was  previously  vested  in  the 
promoters.  It  is  the  statute,  and  not  the  company  which  originally 
constructed  the  tramways,  which  confers  upon  the  local  authority 
this  right.  It  is  also  worthy  of  note  that  some,  if  not  all,  of  the 
rights,  powers,  and  authorities  of  the  promoters  are  treated  as  not 
included  even  in  the  term  “undertaking,”  inasmuch  as  they  are 
spoken  of  as  the  rights,  powers,  and  authorities  of  the  promoters 
“  in  respect  to  the  undertaking  sold.” 

I  have  so  far  dealt  with  the  language  of  the  section,  without  taking 
into  consideration  the  words  within  the  parenthesis,  upon  which  so 
much  of  the  argument  turned  ;  what  was  to  be  paid  by  the  pur¬ 
chasers  was  the  then  value  of  the  tramway,  “  exclusive  of  any 
allowance  for  past  or  future  profits  of  the  undertaking,  or  any  com¬ 
pensation  for  compulsory  sale  or  other  consideration  whatsoever.” 

It  was  contended  for  the  appellants  that  the  presence  of  the  paren¬ 
thesis  indicated  that  in  the  opinion  of  the  Legislature  the  term  “  value 
of  the  tramway”  would,  but  for  the  words  in  the  parenthesis,  have 
justified  an  allowance  for  past  or  future  profits  of  the  undertaking,  and 
must  therefore  include  something  more  than  the  value  of  the  structure. 
I  cannot  assent  to  this  argument.  The  words  of  the  parenthesis  may 
well  have  been  enacted  by  way  of  precaution  to  make  sure  that  coun¬ 
tenance  was  not  given  to  any  contention  which  would  have  involved 
fixing  a  sum  in  excess  of  the  value  of  the  structure.  There  is,  I  think, 
a  fallacy  involved  in  considering  the  meaning  of  the  words  which 
follow  the  parenthesis  by  themselves,  and  then  inquiring  how  far  the 
meaning  thus  attributed  to  them  is  to  be  modified  by  reason  of  the 
words  which  precede.  Each  part  of  the  provision  throws  light  on 


APPENDIX. 


7  l6 

the  other.  It  is  by  reading  it  as  a  whole  that  the  intention  of  the 
Legislature  is  to  be  ascertained.  The  words  found  within  the  paren¬ 
thesis,  to  my  mind,  support  the  view  that  “  tramway  ”  is  to  be  con¬ 
strued  in  the  manner  which  I  have  indicated,  and  not  in  that  contended 
for  by  the  appellants. 

It  is  said  that  the  words  “exclusive  of  any  allowance  for  past  or 
future  profits  of  the  undertaking”  were  introduced  for  the  purpose  of 
preventing  the  arbitrator  making  any  addition  to  the  value  otherwise 
arrived  at  in  respect  of  such  profit.  1  find  it  difficult  to  understand 
how  it  could  ever  be  supposed  that  an  arbitrator  v/-ould  make  any 
addition  to  the  value  of  the  tramway  in  respect  of  the  past  profits  of 
the  undertaking,  or  how  it  could  ever  have  been  thought  necessary  to 
prohibit  his  doing  so.  It  is,  however,  quite  intelligible  that  it  might 
be  thought  necessary  to  guard  against  his  allowing  fof,  or,  in  other 
words,  taking  into  account,  past  profits  in  arriving  at  the  value  of  the 
tramway.  But  if  the  word  allowance  ”  is  used  in  this  sense  in  rela¬ 
tion  to  past  profits,  its  meaning  must  be  the  same  in  relation  to  future 
profits.  I,  therefore,  construe  the  words  as  enacting  that  neither  the 
profits  made  in  the  past  nor  to  be  anticipated  in  the  future  were  to  be 
taken  into  account  in  assessing  the  value. 

It  was  argued  that  if  the  value  of  the  tramway  were  arrived  at  by 
taking  so  many  years’  purchase  of  the  rental  which  could  have  been 
obtained  for  it,  if  let,  no  profits  would  be  allowed  for  in  the  value  so 
ascertained.  I  am  unable  to  adopt  this  view.  How  would  it  be  pos¬ 
sible  to  determine  the  rental  which  could  be  obtained  except  by 
reference  to  the  profits  which  had  been  or  which  might  be  made?  The 
rent  which  a  tenant  would  be  prepared  to  give  would  obviously  de¬ 
pend  upon  the  profits  to  be  anticipated.  It  was  further  argued  that 
the  Legislature  had  only  excluded  an  allowance  for  past  or  future  and 
not  for  present  profits.  Why,  it  was  asked,  if  all  profits  were  to  be 
excluded,  were  the  words  “past  or  future”  inserted?  To  my  mind 
the  words  cover  all  profits,  whether  made  or  to  be  made.  And  the 
reason  for  their  insertion  appears  to  me  plain.  If  the  word  “  profits  ” 
alone  had  been  used  it  would  have  been  open  to  contention  that  only 
profits  actually  made  were  referred  to,  and  that  the  provision  did  not 
exclude  an  allowance  for  profits  to  be  anticipated  in  the  future.  Read¬ 
ing  the  enactment  as  a  whole,  I  can  find  no  indication,  but  quite  the 
contrary,  that  the  arbitrator,  in  determining  the  then  value  of  the  tram¬ 
way,  was  to  take  into  account  those  rights  and  powers  which  had  been 
possessed  by  the  promoters  as  such  by  virtue  of  the  statute,  and 
which  would  be  thereafter  by  the  said  statute  conferred  upon  the  local 
authority. 


TERMS  OF  PURCHASE, 


717 


Reliance  was  placed  by  the  appellants  upon  the  provisions  of 
sections  41  and  42  of  the  Tramways  Act,  1870,  enabling  the  Board  of 
Trade,  if  the  promoters  discontinued  the  working  of  their  tramway,  or 
were  insolvent,  to  declare  that  their  powers  in  respect  of  the  tramway 
should  be  at  an  end.  In  the  first  of  these  cases,  the  Board  of  Trade 
were  empowered  to  declare  the  powers  of  the  promoters  at  an  end 
from  the  date  of  the  order,  in  the  latter,  at  the  expiration  of  six  months 
from  the  making  of  the  order,  but  in  both  cases  it  is  provided  that  the 
powers  of  the  promoters  shall  thereupon  cease  and  determine,  ‘Ainless 
the  same  are  purchased  by  the  local  authority  in  manner  by  this  Act 
provided.”  Inasmuch  as  section  43  applies  to  a  purchase  by  the  local 
authority  within  three  months  after  any  order  made  by  the  Board  of 
Trade  under  either  of  the  two  preceding  sections,  it  was  contended 
that  this  showed  that  the  purchase  of  the  undertaking  was  regarded 
by  the  Legislature  as  a  purchase  of  the  powers  of  the  promoters. 

.  I  do  not  think  it  possible  to  give  the  effect  contended  for  to  this 
argument,  and  to  construe  the  word  ^Aramway”  in  that  part  of  section 
43  which  regulates  the  terms  of  payment  in  a  different  manner  to  that 
which  a  consideration  of  the  section  itself  suggests  on  account  of  the 
language  employed  in  the  two  preceding  sections.  That  language  is 
certainly  not  very  felicitous.  Whether  the  undertaking'  is  purchased 
or  not,  the  powers  of  the  promoters  equally  cease  and  determine  :  the 
purchase  does  not  keep  their  statutory  powders  alive.  The  powers  are 
possessed  thereafter  by  the  local  authority  by  virtue  of  the  statute,  in 
precisely  the  same  manner  as  they  were  acc[uired  by  the  promoters. 

For  these  reasons  I  think  the  interlocutors  appealed  from  should  be 
affirmed,  and  the  appeal  dismissed  with  costs. 

Lord  Watson  and  Lord  Shand  concurred. 

Lord  Ashbourne. — The  facts  of  the  case  have  been  so  fully  stated 
by  the  Lord  Chancellor,  that  I  need  only  refer  to  them  at  such  length 
as  may  make  my  meaning  plain. 

The  direct  question  raised  before  your  Lordships  is,  wTiether  the 
arbitrator  was  right  in  valuing  the  tramway  at  what  it  would  cost  to 
make,  or  whether  he  ought  to  have  ascertained  what  it  could  have 
been  let  for  to  a  tenant  who  could  use  it,  and  then  have  capitalised  its 
annual  value. 

The  cases  of  the  Edinburgh  Street  Tramways  Company  and  of  the 
London  Street  Tramw'ays  Company  [see  have  been  argued  before 

your  Lordships  together,  as  they  depend  upon  precisely  the  same  point. 
The  cpestion  in  the  Edinburgh  case  depends  upon  the  construction  of 
section  43  of  the  general  Tramways  Act,  1870,  and  the  London  case 
depends  upon  section  44  of  the  London  Street  Tramways  Act,  but  the 


7i8 


APPENDIX. 


two  sections  are  in  identical  terms,  as  is  the  case  with  many  other  sec¬ 
tions  of  the  Act.  For  convenience,  I  shall  refer  only  to  the  sections  of 
the  general  Tramways  Act,  1870,  and  shall  not  deem  it  necessary  to 
note  specially  the  corresponding  sections  of  the  London  Street  Tram¬ 
ways  Act  of  1870,  which  are  mentioned  in  detail  in  the  judgments  in 
the  London  case. 

The  decision  your  Lordships  are  now  called  on  to  give  is  of  deep 
moment  to  all  the  tramway  companies  in  Great  Britain,  and  involves 
interests  of  considerable  magnitude.  The  section  is  not  clear.  In 
any  view  of  the  case  it  is  a  cumbrous  and  unfortunate  piece  of  draft¬ 
ing,  not  plain  or  direct,  and  each  side  is  confronted  with  difficulties  in 
its  interpretation.  It  is  not  surprising  to  find  that  amongst  the  Judges 
before  whom  the  case  has  come  there  have  been  wide  differences  of 
opinion,  and  therefore  I  have  applied  myself  to  the  consideration  of 
the  case,  with  many  doubts  and  misgivings  as  to  the  soundness  of  my 
own  judgment  on  important  points,  where,  though  I  might  be  sup¬ 
ported  by  the  opinions  of  Judges  of  eminence,  I  know  my  conclusions 
have  been  opposed  to  authorities  for  whom  I  entertain  the  very  highest 
respect.  The  clause  requires  the  closest  and  most  critical  examina¬ 
tion  and  analysis  in  order  to  see  what  is  the  method  of  the  transfer, 
what  is  sold,  and  what  is  to  be  paid. 

What  is  the  method  ?  As  Jlfr.  yustice  Mathew,  in  the  London 
case,  has  forcibly  said,  “  Nothing  would  have  been  easier  than  to 
have  said  that  at  the  end  of  the  twenty-one  years  there  shall  be  a 
transfer  of  your  undertaking,  and  you  shall  be  paid  for  the  cost  of 
material  in  situ  capable  of  being  worked,  less  depreciation.’’  But 
the  Legislature  in  its  wisdom  has  used  a  long,  complicated,  and  in¬ 
volved  sentence,  from  which  we  have  to  spell  out  and  infer  such 
meanings  as  we  can.  The  transaction  is  to  take  place  by  a  sale.  A 
sale  involves  a  selling  and  a  buying,  a  bargaining,  and  here  an  arbi¬ 
tration.  If  what  was  meant  was  a  statutable  transfer  at  a  statutable 
price,  it  was  certainly  not  felicitous  drafting  to  enact  that  the  trans¬ 
action  should  be  carried  out  by  the  machinery  set  out  at  such  length 
in  the  section.  But  a  far  more  important  consideration  in  the  matter 
is  what  is  sold  and  transferred  under  the  section.  The  undertaking, 
of  course,  is  sold,  but  the  great  difficulty  is  to  give  the  due  and  pro¬ 
per  meaning  to  the  word  “  tramway.”  Is  it  only  the  tramway  in  sitzt, 
or  the  tramway  with  the  power  to  use  it  1  This  is  really  a  governing 
point  in  the  case.  Does  the  sale  of  the  tramway  include  or  involve  or 
carry  with  it  the  right  to  use  it  ?  The  words  of  the  section  are, 
‘‘  When  any  such  sale  has  been  made,  all  the  rights,  powers,  and 
authorities  of  the  company  in  respect  of  the  undertaking  sold  .  .  . 


TERMS  OF  PURCHASE. 


719 


shall  vest  ”  in  the  purchaser.  The  words  here,  again,  are  not  the  best 
or  the  clearest.  They  must  be  read,  not  only  with  the  rest  of  the  sec¬ 
tion,  but  also  in  connection  with  other  sections,  in  order  to  see  whether 
the  right  to  the  tramway  is  treated  in  the  Act  as  carrying  with  it  the 
right  to  use  the  tramway. 

Section  41  deals  with  the  discontinuance  of  tramways,  and  enacts 
that  in  certain  cases  the  Board  of  Trade  may  by  order  declare  that 

9 

from  the  date  of  the  order  the  powers  of  the  promoters  shall  be  at  an 
end,  “  and  the  said  powers  of  the  promoters  shall  cease  and  deter¬ 
mine,  unless  the  same  are  purchased  by  the  local  authority  in  manner 
by  this  Act  provided  ” — /.^?.,  by  section  43.  Thus  section  41  expressly 
states  that  the  powers,  including  the  right  to  use,  are  purchased  under 
section  43. 

Section  42  is  to  the  like  effect.  It  deals  with  the  insolvency  of  pro¬ 
moters,  and  provides  for  the  ceasing  of  their  powers  unless  the  same 
are  purchased  by  the  local  authority  in  manner  by  this  Act  provided,’'' 
again  by  section  43. 

In  this  connection  it  is  important  to  note  section  44,  which  enacts, — 

“AVliere  any  tramway  in  any  district  has  been  opened  for  traffic  for  a  period 
of  six  months,  the  promoters  may,  with  the  consent  of  the  Board  of  Trade,  sell 
their  undertaldng  to  any  person,  corporation,  or  company,  or  to  the  local 
authority  of  such  district  ;  and  when  any  such  sale  has  been  made,  all  the 
rights,  powers,  authorities,  obligations,  and  liabilities  of  such  promoters  in 
respect  to  the  undertaking  sold  shall  be  transferred  to,  vested  in,  and  may  be 
exercised  by,  and  shall  attach  to  the  person,  corporation,  company,  or  local 
authority  to  wffiom  the  same  has  been  sold,  in  like  manner  as  if  such  tramway 
was  constructed  by  such  person,  corporation,  company,  or  local  authority 
under  the  powers  conferred  upon  them  by  special  Act,  and  in  reference  to  the 
same  they  shall  be  deemed  to  be  the  promoters.” 

In  my  opinion  a  sale  under  section  44  would  carry  with  it  the  right 
to  use  the  tramway.  Similar  words  are  used  in  section  43  ;  the 
machinery  of  sale  is  resorted  to,  “  the  rights,  powers,  and  authori¬ 
ties  ”  are  also  transferred,  and  I  cannot  resist  the  conclusion  that 
under  both  sections  the  buyer  was  intended  to  purchase  and  acquire 
with  the  tramway  the  right  to  use  it. 

It  was  argued  before  your  Lordships  that  the  powers  were  to  be 
regarded  as  the  creatures  of  the  statute,  given  independently  by  its 
provisions  to  the  promoters,”  and  that  the  sale  had  nothing  to  sa}’’ 
to  them,  and  did  not  carry,  affect,  or  transfer  them.  I  do  not  find 
any  such  idea  in  the  judgments  of  the  Court  of  Appeal  in  the  London 
case.  Lord  Justice  Lindley  says,  “  The  vendors  have  only  a  right 
of  user,  that  is  by  section  20 ;  they  have  no  land  to  sell,  they  have 
only  an  easement  so  far  as  the  land  is  concerned,  but  they  have  an 


"120 


APPENDIX. 


exclusive  right  to  use  the  tramway  by  section  29,  and  to  grant 
licences  to  other  persons  to  use  it  by  section  37.  These  rights  will 
be  enjoyed  by  the  purchasers,  and  these  rights  must  be  borne  in 
mind  in  ascertaining  the  value  of  the  tramway.  These  rights  exclude 
any  valuation  of  the  tramway  as  so  much  old  iron  to  be  broken  up 
and  removed.  The  tramway  must  be  valued  as  an  existing  tramway, 
used  as  such  by  the  vendors  before  the  sale,  and  to  be  used  as  such 
by  the  purchasers  after  the  sale.” 

The  words  oiLord  Justice  Smith  on  this  point  are  very  strong  and 
clear:  ‘‘  I  cannot  doubt  that  what  is  to  be  sold  and  bought  is  not 
merely  the  tramway  in  situ  as  a  structure,  but  the  undertaking  of  the 
company  as  a  going,  toll-earning  concern — that  is  to  say,  the  tram¬ 
way  as  then  in  use,  with  the  rights,  powers,  and  authorities  of  the 
company  to  maintain  it  in  the  public  streets,  run  cars  thereon  with 
flanged  wheels  to  the  exclusion  of  all  others,  to  take  the  prescribed 
tolls  for  so  doing,  and  to  exercise  the  other  powers  contained  in  the 
Act.  Of  this  I  have  no  doubt ;  the  words  of  the  section  are  clear, 
‘  and  thereupon  the  company  shall  sell,’  not  their  rails  and  sleepers, 
but  ‘  their  undertaking,’  and  when  such  sale  has  been  made,  ‘  all 
the  rights,  powers,  and  authorities  of  the  company  in  respect  to  the 
undertaking  are  to  vest  in  the  County  Council.’  ” 

Lord  Justice  S7)iith,  in  the  clearest  words,  gave  his  opinion  that 
the  company  had  to  sell  “the  powers  granted  to  the  company  of 
running  cars  with  flanged  wheels  thereon  to  the  exclusion  of  all  others, 
and  of  taking  the  prescribed  tolls  and  the  other  powers  in  the  Act 
mentioned”  ;  and  he  adds  emphatically,  “  that  this  is  what  is  to  be 
sold  by  the  company  to  the  London  County  Council  I  do  not  doubt.” 

I  concur  in  this  view  of  Lord  Justice  Smith,  which  I  regard  as  of 
the  highest  importance  as  stating  and  explaining  the  great  value  of 
the  subject-matter  to  be  sold.  It  may  be  that  the  language  of  the 
section  is  involved  and  roundabout,  that  the  conveyancing  is  defec¬ 
tive  ;  but  to  my  mind  it  is  much  more  in  accordance  with  the 
language  of  all  the  sections  of  the  Act  to  hold  the  conclusion  I  have 
indicated  than  to  spell  out  a  narrower  one  in  contradiction  to  what 
I  believe  to  be  the  meaning  of  section  43  itself,  as  well  as  to  the  dear 
words  of  sections  41  and  42,  and  the  construction  required  to  give 
effect  to  section  44. 

If,  then,  the  undertaking  sold  comprised  or  included  a  tramway 
capable  of  being  used  and  with  a  right  to  use  it,  the  next  great  ques¬ 
tion  is.  What  is  the  price  to  be  paid  for  it  under  the  section  ?  The 
section  answers  (leaving  out  the  parenthesis  for  the  present),  “the 
then  value  of  the  tramway,  and  all  lands,  buildings,  works,  materials. 


TERMS  OF  PURCHASE. 


-]  21 

and  plant.”  The  actual  tramway,  in  a  very  literal  sense,  consists  of 
.  little  else  except  its  iron  rails.  The  then  value  of  the  tramway 
from  the  old  iron  point  of  view,  would  be  a  ludicrous  mockery,  and 
accordingly  every  one — Judges  and  arbitrators  alike — repudiate  any 
such  construction,  and  admit  that  a  wider  interpretation  must  be 
sought.  Lord  Jicstice  Smith  says  :  There  can  be  no  doubt  that  in 
any  ordinary  case,  where  an  undertaking,  such  as  the  present,  is  to 
be  sold  and  paid  for,  its  present — that  is,  its  then  value  is  in  practice 
arrived  at  by  capitalising  its  rental  value.”  Mr.  JiCstice  Mathew 
on  this  point  says  :  ‘‘  Value  is  to  be  ascertained  as  it  would  have  to 
be  ascertained  where,  for  instance,  the  property  was  rated,  and, 
therefore,  you  must  use  it  in  its  proper  sense.  This  tramway  is  a 
hereditament,  capable  of  earning  profits,  and  assessable  under  the 
Poor  Law  Act.  In  arriving  at  its  value,  it  is  clear  from  the  Pimlico 
case  (9  L.R.O.B.)  that  the  meaning  of  the  word  value  is  recognised 
in  many  cases  in  ^ari  materia  statutes,  for  instance,  relating  to 
metropolitan  valuation  in  the  Act  of  1869,  and  also  in  the  Union 
Assessment  Act.  To  get  at  the  value  you  take  the  profits,  deduct 
the  tenants’  charges  and  profits,  and  what  is  left  is  the  rent  which 
would  be  paid  by  a  tenant  for  the  opportunity  of  earning  his  profit, 
and  which  would  be  earned  by  the  occupier,  who  is  the  tenant.  That 
is  the  rent,  and  by  capitalising  that  rental  you  get  at  the  value  of  the 
hereditament.” 

I  therefore  take  it  that  apart  from  the  parenthesis  ‘‘  the  then  value  ” 
would  be  held  to  have  its  ordinary  meaning,  as  stated  by  Lord  Justice 
Smith.  The  onus  of  proving  that  the  ordinary  meaning  should  not 
be  given  to  the  words  “  the  then  value  ”  is  cast  upon  those  who  deny 
it,  and  the  respondents  insist  that  for  this  purpose  they  are  entitled  to 
rely  upon  the  parenthesis,  which  says  ‘^exclusive  of  any  allowance 
for  past  or  future  profits  of  the  undertaking,  or  any  compensation  for 
compulsory  sale  or  other  considerations  whatsoever.”  Prmta  facie, 
these  words  imply  that,  but  for  their  use,  the  thing  excluded  would 
have  been  included.  An  exception,  a  parenthesis,  an  exclusion,  under 
ordinary  circumstances,  would  be  held  to  qualify  and  lessen  the 
generality  of  preceding  words.  Here,  according  to  the  contention, 
they  are  used  not  to  abate,  but  to  destroy  and  contradict,  the  ordinary 
meaning  of  the  words,  the  then  value.” 

If  the  argument  is  correct  that  the  value  of  the  tramway  is  only  the 
value  of  the  materials  in  situ,  profits  would  not  need  to  be  excluded, 
because  not  comprised  in  the  original  subject-matter.  It  is  admitted 
that  ‘‘the  then  value  ”  is  not  to  be  found  in  the  value  of  old  iron  ;  it 
is  admitted  that  something  very  much  more  is  to  be  assessed.  Where 

3  A 


722 


APPENDIX. 


is  the  line  to  be  drawn  ?  Lord  Justice  Smith  well  puts  the  question, 
“  Are  the  words  of  exclusion  in  this  section  so  strong,  when  applied 
to  the  things  to  be  paid  for — namely,  a  tramway  in  situ — as  to  exclude 
the  ordinary  way  of  ascertaining  present  value  ?” 

It  must  be  borne  in  mind  that  the  County  Council  can  only  acquire 
ownership  rights  under  the  sale.  They  can  let,  but  cannot  them¬ 
selves  use,  occupy,  or  work  the  tramway.  They  are  debarred  from 
making  occupiers’  profits,  and  therefore  it  is  most  reasonable  to  pro¬ 
vide  that  no  allowance  should  be  made  for  them  in  the  sale.  It  is  most 
fair  that  in  a  sale  to  a  public  authority  “  the  then  value”  should  not 
be  run  up  by  history  of  “  past  ”  or  the  anticipation  of  “  future  ”  profits. 
These  words,  “  past  or  future,”  are  suggested  by  the  word  ‘‘  then.” 
The  provision  is  that  no  allowance  ”  is  to  be  made,  and  that  is  very 
far  from  an  enactment  that  ”  the  then  value  ”  may  not  be  ascertained 
according  to  the  ordinary  rule  and  practice  in  like  cases.  The  argument 
of  the  respondents  concentrates  attention  exclusively  upon  the 
parenthesis,  and  ignores  and  belittles  everything  in  the  section  which 
would  explain  its  terms.  The  Lord  Justice  Geiieral  in  his  judgment 
well  says  :  “  The  contention  of  the  Corporation  seems  to  me  exposed 
to  the  grave  objection  that  it  allows  words  having  a  subordinate  and 
qualifying  position  to  kill  the  plain  import  of  the  main  proposition 
to  which  they  relate,  and  does  so  by  ascribing  to  those  words  more 
meaning  than,  facie,  they  bear.  I  cannot  conceive  why  the 

Legislature  should  describe  the  transaction  as  a  sale,  and  say  the 
terms  are  to  be  the  payment  of  the  existing  value  of  the  tramway,  and 
then  incidentally  and  by  way  of  exclusion  put  in  words  which  make 
the  terms  inconsistent  with  sale  and  purchase,  and  inconsistent  also 
with  payment  of  existing  value.” 

It  must  be  remembered  that  ”  the  then  value  ”  of  lands  and  build¬ 
ings  has  also  to  be  measured  under  the  same  section,  and  it  would  be 
almost  impossible  to  ascertain  the  value  of  land  and  buildings  without 
considering  what  rent  a  tenant  would  pay  for  them.  The  land  and 
buildings  may  have  cost  large  sums,  and  no  one  could  suggest  the 
reasonableness  of  giving  less  than  their  fair  value  under  this  provision. 
No  allowance  ”  is  here  to  be  made  for  “  past  or  future  profits,”  but 

the  then  value  ”  is  to  be  arrived  at  by  the  ordinary  methods. 

It  is  also  not  to  be  forgotten  that  under  this  section  a  tramway  com¬ 
pany  might  be  compelled  to  sell  the  most  paying  and  successful  part 
of  its  undertaking,  retaining  only  the  part  which  barely,  if  at  all,  paid 
its  expenses.  Under  this  section,  admittedly,  they  could  get  no  com¬ 
pensation  for  compulsory  sale,  or  for  severance.  The  company  concede 
that  they,  under  its  terms,  are  debarred  from  “any  allowance”  for 


TERMS  OF  PURCHASE. 


723 


their  profits  in  “  the  past  ”  or  their  hope  of  greater  profits  in  “the 
future  ”  ;  but  could  it  have  been  intended  that  in  providing  they  were 
to  get  “  the  then  value’’  they  were  to  get  less  than  would  come  to 
them  under  the  ordinary  rule,  and  be  subjected  to  an  arbitrary  stand¬ 
ard  discovered  by  the  arbitrator?  The  Kirkleatham  case  is  important 
as  showing  (to  quote  Afr.  Justice  Henii  Collins)  “  the  words  which  the 
Legislature  uses  when  it  does  intend  that  the  thing  sold  and  the  thing 
paid  for  shall  be  the  materials,  and  not  the  right  to  use  the  materials.” 

The  section  in  the  present  case  is  framed  in  an  entirely  different 
manner,  because,  in  my  opinion,  the  Legislature  contemplated  a 
different  operation  with  different  results.  No  question  of  hardship 
can  be  considered.  The  construction  of  this  section  is  all  that  is 
before  your  Lordships.  I  venture  to  think  that  the  construction  sug¬ 
gested  by  the  County  Council  is  unreasonable,  and  that  it  would  be 
natural  to  expect  that  if  the  Legislature  contemplated  such  a  mean¬ 
ing  they  would  have  said  so  in  plain  language.  The  weighty  words 
of  Mr.  Justice  Mathew  are  worthy  of  attention  — “  This  Act  of  Par¬ 
liament  was  intended  to  inform  the  public  who  were  disposed  to 
become  shareholders  in  any  undertaking  of  this  sort,  and  one  would 
expect  plain  language  addressed  to  such  persons  and  their  advisers 
as  to  what  Parliament  meant.  If  Parliament  meant  to  inform  the 
public  ‘  you  shall  not  have,  at  the  end  of  21  years,  compensation  for 
the  value  of  the  undertaking,  but  the  undertaking  shall  be  sold  and 
the  materials  in  situ,  less  depreciation,’  I  cannot  help  thinking  that 
very  few  tramways  would  have  been  constructed  under  these  circum¬ 
stances,  because  a  shareholder  proposing  to  take  shares  must  satisfy 
himself  that  the  profits  of  the  undertaking  would  not  only  pay  him 
interest  upon  his  investment,  but  would  restore  to  him  wholly  or  par¬ 
tially,  at  the  end  of  21  years,  his  capital.” 

I  have  already  intimated  the  doubts  which  I  must  entertain  of  the 
soundness  of  my  views  when  I  recognise  the  high  authority  of  those  who 
have  reached  a  different  conclusion,  but,  with  all  deference  and  submis¬ 
sion,  in  my  opinion  the  judgment  appealed  from  should  be  reversed. 

The  judgment  of  the  Court  below  was  affirmed,  and  the  appeal  dis¬ 
missed  with  costs. 


The  London  Street  Tramways  Company  v.  The  London 

County  Council. 

This  appeal  from  a  decision  of  the  Court  of  Appeal  involved  a 
similar  question.  The  appellants  have,  under  the  authority  of  their 

3  A  2 


724 


APPENDIX. 


Acts  of  Parliament,  laid  down  and  constructed  tramways  in  certain 
streets  of  the  metropolis,  and  work  such  tramways  with  cars  and 
horses,  and  own  or  hold  on  lease  various  depots  in  connection  there¬ 
with.  A  large  section  of  the  tramways,  being  the  tramways  in  ques¬ 
tion  in  this  appeal,  were  constructed  and  worked  under  the  powers 
of  the  London  Street  Tramways  Act,  1870.  By  section  44  of  that  Act 
it  was  provided  : — 

“  The  Metropolitan  Board  of  AVorks  may,  if  by  resolution  passed  at  a  special 
meeting  they  so  decide,  within  six  months  after  the  expiration  of  a  period  of 
twenty-one  years  from  the  passing  of  this  Act,  and  within  six  months  after 
the  expiration  of  every  subsequent  period  of  seven  years,  or  within  three 
months  after  any  order  made  by  the  Board  of  Trade  under  either  of  the  two 
next  preceding  sections,  with  the  approval  of  the  Board  of  Trade,  by  notice  in 
writing,  require  the  company  to  sell,  and  thereupon  the  company  shall  sell  to 
them  their  undertaking  upon  terms  of  paying  the  then  value  (exclusive  of  any 
allowance  for  past  or  future  profits  of  the  undertaking,  or  any  compensation 
for  compulsoiy  sale,  or  other  consideration  whatsoever)  of  the  tramway  and  all 
lands,  buildings,  works,  materials,  and  plant  of  the  company  suitable  to  and 
used  by  them  for  the  purposes  of  their  undertaking,  such  value  to  be  in  case  of 
difference  determined  by  an  engineer  or  other  fit  person  nominated  as  referee 
by  the  Board  of  Trade  on  the  application  of  either  party,  and  the  expenses  of 
the  reference  to  be  borne  and  paid  as  the  referee  directs ;  and  when  any  such 
sale  has  been  made  all  the  rights,  powers,  and  authorities  of  the  company  in 
respect  to  the  undertaking  sold,  or  where  any  order  has  been  made  by  the 
Board  of  Trade  under  either  of  the  next  preceding  sections,  all  the  rights, 
powers,  and  authorities  of  the  company  previous  to  the  making  of  such  order  in 
respect  of  the  undertaking  sold,  shall  be  transferred  to,  vested  in,  and  may  be 
exercised  by^  the  Aletropolitan  Board  of  AVorks  in  like  manner  as  if  that  Board 
had  been  authorised  by  this  Act  to  construct  the  tramways  and  had  been 
named  in  this  Act  instead  of  the  company.  No  such  resolution  shall  be  valid 
unless  a  month’s  previous  notice  of  the  meeting  and  of  the  purpose  thereof  has 
been  given  in  manner  in  which  notices  of  meetings  of  such  Board  are  usually 
given,  nor  unless  two-thirds  of  the  members  constituting  such  Board  are 
present  and  vote  at  the  meeting,  and  a  majority  of  those  present  and  voting 
concur  in  the  resolution,  and  it  shall  be  lawful  for  the  chairman  of  any  such 
meeting,  with  the  consent  of  a  majority  of  the  members  present,  to  adjourn  the 
same  from  time  to  time,  and  the  Metropolitan  Board  of  AVorks  may,  in  order 
to  raise  money  for  the  purpose  of  carrying  this  section  into  effect,  create 
additional  stock,  not  exceeding  in  the  whole  ^300,000,  under  the  Metropolitan 
Board  of  AAMrks  (Loans)  Act,  1869,  in  like  manner  and  with  the  like  sanction 
in  and  with  which  they  may  create  stock  in  order  to  raise  money  for  the 
purposes  of  the  Acts  mentioned  in  the  first  schedule  to  that  Act,  and  all  the 
j^rovisions  of  that  Act  shall  apply  as  if  that  money  were  raised  and  that  stock 
were  reated  for  the  purposes  of  the  last-mentioned  Acts,  with  the  exception 
that  the  money  required  for  the  purposes  of  this  section  may  be  borrowed  by 
them  in  addition  to  the  sum  limited  by  section  38  of  the  Metropolitan  Board  of 
AVorks  (Loans)  Act,  1869,  provided  always  that  the  Aletropolitan  Board  of 
A\"orks  shall  not  under  the  powers  of  this  Act  and  of  any  other  Act  passed  in 
the  present  Session  for  the  construction  of  tramways  in  the  Metropolis  and  of 
the  Tramways  Act,  1870,  create  additional  stock  exceeding  in  the  whole 
/,'300,ooo.” 


T£J?J/S  OF  PURCHASE. 


725 


The  respondents  in  this  action,  under  the  provisions  of  the  Local 
Government  Act,  1888,  have  succeeded  to  all  the  rights  and  duties  of 
the  Metropolitan  Board  of  Works,  including  the  rights  conferred 
by  the  said  44th  section.  In  pursuance  of  the  said  powers  the  respon¬ 
dents  duly  gave  notice  in  writing  to  the  appellants  that  the  respon¬ 
dents  required  the  appellants  to  sell  to  them  the  tramways  and  works 
and  undertaking  authorised  by  the  London  Street  Tramways  Act, 
1870,  and  in  pursuance  of  the  said  Act  the  Board  of  Trade  duly 
appointed  Sir  Frederick  Bramwell  as  referee  to  determine  the  value, 
exclusive  of  any  allowance  for  past  or  future  profits  of  the  undertaking 
or  any  compensation  for  compulsory  sale  or  other  consideration  what¬ 
soever,  of  the  tramways  constructed  under  the  authority  of  the  said 
Act,  and  of  all  land,  buildings,  works,  materials,  and  plant  of  the 
Tramway  Company  suitable  to  and  used  by  them  for  the  purposes  ol 
the  undertaking  authorised  by  the  said  Act. 

In  the  course  of  the  proceedings  the  appellants  proposed  to  tender 
evidence  of  the  actual  profits  made  by  them  on  the  purchased  tram¬ 
ways,  and  stated  that  the  object  of  such  evidence  was  to  arrive  at  the 
value  of  the  tramways  by  taking  a  certain  number  of  years’  purchase 
of  the  profits  to  be  shown  by  such  evidence.  The  respondents  objected 
to  such  evidence  on  the  ground  that,  having  regard  to  the  terms  of 
the  London  Street  Tramways  Act,  1870,  the  referee  was  prohibited 
from  taking  past  profits  into  consideration  for  the  purpose  aforesaid. 
The  referee  refused  to  receive  such  evidence  on  the  ground  that  the 
terms  of  the  said  Act  did  not  authorise  or  permit  him  to  adopt  a 
method  of  valuation  based  on  years’  purchase  of  profits. 

Thereupon  the  appellants  tendered  further  evidence  to  show  the 
rental  value  of  the  purchased  tramways  considered  as  let  or  capable 
of  being  let  to  a  tenant,  and  stated  that  the  object  of  such  evidence 
was  to  arrive  at  the  value  of  the  purchased  tramways  exclusive  of  any 
allowance  for  past  or  future  profits  of  the  undertaking.  The  respon¬ 
dents  objected  to  such  evidence,  but  the  referee  admitted  the  same, 
subject  to  such  objection  as  might  be  taken  on  its  being  shown  by 
cross-examination  or  further  evidence  that  the  proposed  mode  of 
arriving  at  a  value  by  means  thereof  involved  an  allowance  for  past  or 
future  profits  of  the  undertaking,  and  on  such  evidence  and  cross-ex¬ 
amination  being  completed,  and  such  objection  taken,  the  referee 
abstained  from  taking  such  evidence  into  consideration  in  arriving  at 
the  value  awarded,  on  the  ground  that  the  mode  of  valuation  to  which 
such  evidence  was  directed  involves  an  allowance  for  past  or  future 
profits  within  the  meaning  of  the  said  section. 

The  respondents  tendered  evidence  to  show  the  opinion  of  expert 


726 


APPENDIX, 


witnesses  as  to  the  proper  cost  of  construction  of  the  purchased 
tramways  and  the  depreciation  of  such  value  by  comparing'  the  con¬ 
dition  at  the  time  of  sale  and  purchase  with  the  condition  when 
newly  constructed,  and  stated  that  the  object  of  such  evidence  was 
to  arrive  at  the  value  on  the  basis  of  cost,  less  depreciation.  The 
appellants  objected  to  such  evidence  on  the  ground  that  evidence  of 
the  cost  of  construction,  either  with  or  without  depreciation,  was  in¬ 
admissible  for  the  purpose  of  ascertaining  the  value  according  to 
the  true  intent  and  meaning  of  the  said  section.  The  referee  ad¬ 
mitted  such  evidence  as  giving  information  which  he  might  properly 
take  into  consideration  in  determining  the  value  within  the  meaning 
of  the  said  section  under  the  circumstances  aforesaid. 

The  referee,  with  a  view  to  ascertain  the  value  of  the  purchased 
tramways,  measured  by  what  would  be  the  cost  of  establishing  the 
purchased  tramways  as  existing  at  the  time  of  sale  and  purchase, 
required  evidence  of  the  cost  of  obtaining  the  Parliamentary  powers 
necessary  to  authorise  the  construction  and  use  thereof,  and  evidence 
relating  to  certain  outgoings  which  in  the  course  of  the  reference 
had  been  incidentally  mentioned,  and  appeared  to  be  outgoings  of 
the  kind  necessarily  or  usually  involved  in  the  construction  and 
establishment  of  tramways  such  as  the  purchased  tramways,  and 
some  such  evidence  was  given. 

In  the  course  of  the  proceedings  an  agreement  was  made  between 
the  appellants  and  the  respondents  as  to  the  price  to  be  paid  by  the 
respondents  for  such  of  the  depots  of  the  appellants  as  the  respon¬ 
dents  required  to  purchase,  and  as  to  the  separate  valuations  of  the 
horses,  cars,  harness,  and  stable  utensils,  plant,  machinery,  tools, 
and  other  materials  in  such  agreement  more  particularly  described. 

The  referee  having  heard  the  evidence  given  on  behalf  of  the 
appellants  and  the  respondents  respectively,  and  the  arguments  of 
their  counsel  respectively,  duly  made  and  published  his  award, 
dated  the  nth  day  of  March,  1893,  by  which  he  determined  and 
awarded  that  the  sum  of  ;^64,50o  was  the  value  of  the  purchased 
tramways  and  the  works  thereof,  other  than  the  works  comprised 
in  the  before-mentioned  agreement,  exclusive  of  any  allowance  for 
past  or  future  profits  of  the  undertaking,  or  any  compensation  for 
compulsory  purchase  or  other  consideration  whatsoever,  except  the 
consideration  of  the  value  to  the  appellants  or  the  respondents, 
measured  by  what  it  would  cost  either  the  appellants  or  the  respon¬ 
dents  to  establish  the  purchased  tramways  if  such  tramways  did  not 
now  exist,  but  taking  into  account  a  proper  deduction  in  respect  of 
depreciation. 


TERMS  OF  PURCHASE. 


727 


The  appellants  gave  notice  of  motion  to  set  aside  or  to  send  back 
to  the  referee  the  award,  and  the  motion  was  heard  before  the 
Divisional  Court  of  the  Queen’s  Bench  Division,  consisting  of  Mr, 
Justice  Mathew  and  Mr.  Justice  Collins,  in  January,  1894.  The 
learned  judges,  having  taken  time  to  consider,  gave  judgment  in  favour 
of  the  appellants,  ordering  the  award  to  be  remitted  to  the  referee  for 
reconsideration  and  redetermination,  and  the  costs  of  the  motion  to 
be  ultimately  paid  by  the  respondents.  The  respondents  appealed 
from  this  judgment  to  the  Court  of  Appeal,  and  their  appeal  came  on 
to  be  heard  before  Lord  Justice  Lindley,  Lord  Justice  Kay,  and  Lord 
Justice  A.  L.  Smith,  in  March,  1894.  The  Court,  having  taken  time 
to  consider,  gave  judgment  allowing  the  appeal,  and  discharging  the 
order  with  costs  of  such  appeal  and  of  the  Divisional  Court.  The 
company  thereupon  appealed  to  the  House  of  Lords. 

Sir  R.  Webster,  Q.C.,  Mr.  Cripps,  Q.C.,  and  Mr.  H.  Sutton 
appeared  for  the  appellant  company  ;  and  Mr.  Finlay,  Q.C.,  and  Mr. 
Freeman  for  the  London  County  Council.  The  case  having  been 
argued,  judgment  was  reserved,  and  their  Lordships  now  delivered 
formal  judgment,  dismissing  the  appeal  with  costs. 

The  Lord  Chancellor. — I  have  carefully  considered  the  distinc¬ 
tions  pointed  out  between  this  case  and  that  in  which  judgment  has 
just  been  delivered,  but  I  think  with  those  of  your  Lordships  who 
heard  the  case  that  there  is  no  such  difference  as  to  lead  to  a  different 
conclusion. 

Lord  Watson  and  Lord  Shand  concurred. 

Lord  Ashbourne  said  that  he  differed  from  the  rest  of  their 
Lordships  in  this  as  he  had  done  in  the  previous  case. 

The  judgment  of  the  Court  of  Appeal  was  affirmed,  and  the  appeal 
dismissed  with  costs. 


728 


APPENDIX 


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1  United  <  1892 
Kingdom  (  1893 

1 

APPENDIX. 


729 


APPENDIX  C. 


Total  Working  Expenditure  on  all  the  Tramways 
OF  THE  United  Kingdom  for  the  Year  ending 

I 

June  30,  1893.* 


Items. 


Maintenance  of  way  and  works 
j  Locomotive  power  . 

1  Horsing,  or  animal  power 
j  Repair  and  renewal  of  engines 
j  Repair  and  renewal  of  cars  . 

1  Renewal  of  horses  . 

Traffic  expenses 
Direction  and  management  . 
Rent  of  tramways  (offices, 
j  stables,  and  sheds) 

I  Rates,  taxes,  and  turnpike 
tolls  .  .  .  .  . 

Compensation  for  personal  in¬ 
jury  . 

Legal  and  parliamentary 
Sundry  .  .  .  .  . 


Working 

expenditure. 

Per  mile 
open. 

Per  cent, 
of  total 
expendi¬ 
ture. 

£ 

Per  cent. 

188,461 

196 

6'64 

^  122,776 

128 

4' 33 

1  1,060,879 

1,104 

0  *-»  •  0  Q 

0/  0° 

i  54,099 

56 

1*90 

!  123,306 

128 

4-35 

1  144.969 

151 

5-12 

791.055 

823 

27-88 

82,970 

86 

2-92 

'  47.978 

50 

I  -68 

80,541 

84 

2-84 

29,296 

31 

1-04 

9.374 

10 

•34 

101,742 

106 

,V58 

;  2,837,446 

1 

2.953 

100-00 

*  See  ante,  p.  48. 


Totals 


730 


APPENDIX. 


APPENDIX  D. 


MILEAGE  LENGTH  OF  STREET  RAILWAYS  IN  THE 
UNITED  STATES  OF  AMERICA,  WITH  CAR-STOCK. 

The  subjoined  Table  *  shows  the  street-railway  mileage  opened, 
with  the  number  of  cars  worked  by  horse,  electrical,  cable,  and 
steam-power,  in  the  several  United  States  of  America,  for  the 
year  1893,  with  totals  for  1892  added  for  comparison.  The  mileage 
length  is  single  track,  one  mile  of  double  track  being  counted  as 
two  of  single  track,  and  switches  in  addition.  The  numbers  of  cars 
under  the  headings  cable,  electrical,  and  steam,  include  trail  cars  as 
well  as  motor  cars  : — 


*  Adapted  from  The  Street  Railway  yournal,  J?a\\x2LV\,  1804. 


STREET  RAILWAYS  IN  AMERICA 


731 


Comparison  of  the  Mileage  and  Cars  of  Street  Rail- 
AVAYS  in  the  United  States  of  America,  for  the 
Years  ending  December  1892  and  1893. 


States  and  Terri- 

Horse. 

Electric. 

Cable. 

Steam. 

Total. 

tories. 

1 

1 

1 

Miles. 1 

Cars. 

Miles. 

Cars. 

Miles. 

i 

Cars. 

Miles. 

Cars. 

Aides. 

Cars. 

Alabama  .... 

36 

92 

79 

144 

00 

IH 

112 

263 

348 

Arizona  .... 

5 

4 

5 

3 

... 

.  •  • 

.  .  . 

10 

7 

Arkansas  .  . 

38 

85 

35 

95 

•  •  . 

5 

I 

78 

181 

California  .  . 

231 

706 

251 

403 

156 

630 

49 

79 

687 

1828 

Colorado  .... 

7 

7 

163 

327 

30 

232 

15 

4 

215 

570 

Connecticut  .  . 

107 

417 

72 

158 

.  .  . 

•  •  • 

179 

575 

Delaware  .  .  . 

6 

22 

13 

56 

•  •  • 

*  •  • 

... 

•  .  . 

19 

72 

District  Columbia 

57 

324 

56 

107 

22 

389 

.  . . 

... 

135 

820 

Florida  .... 

28 

55 

5 

10 

•  •  • 

•  .  • 

.  .  . 

•  .  . 

33 

65 

;  Georgia  .... 

34 

89 

213 

306 

.  .  * 

28 

27 

275 

422 

Idaho  . 

•  •• 

•  •  • 

3 

2 

»  .  • 

.  .  . 

... 

3 

2 

Illinois  .... 

343 

3389 

396 

805 

86 

863 

4 

2 

828 

5059 

Indiana  .... 

92 

167 

173 

402 

... 

8 

14 

273 

583 

Iowa . 

34 

56 

232 

431 

7 

34 

18 

19 

291 

540 

Kansas  .... 

54 

III 

108 

160 

II 

22 

173 

293 

1  Kentucky  .  .  . 

98 

280 

130 

413 

.  .  . 

... 

.  .  . 

228 

693 

Louisiana  .  .  . 

98 

334 

50 

103 

.  •  • 

9 

36 

157 

473 

Maine . 

28 

52 

48 

93 

. .  • 

... 

... 

•  .  . 

76 

145 

Maryland  .  .  . 

59 

263 

no 

267 

37 

809 

2 

4 

208 

743 

Massachusetts  .  . 

219 

1968 

616 

2184 

6 

13 

841 

4165 

Michigan .... 

51 

206 

249 

637 

.  • . 

.  .. 

9 

II 

309 

854 

Minnesota  .  .  . 

10 

16 

319 

778 

II 

80 

.  . 

340 

874 

^Mississippi  .  .  . 

21 

54 

... 

•  *  * 

6 

10 

27 

64 

Missouri  .... 

43 

183 

324 

1078 

108 

III4 

22 

30 

482 

2405 

Montana  .... 

.  .  • 

60 

67 

2 

4 

2 

5 

66 

76 

Nebraska  .  .  . 

52 

91 

160 

297 

6 

30 

.  . 

.  .  . 

208 

424 

New  Hampshire  . 

22 

50 

24 

39 

.  • . 

.  .  . 

46 

89 

New  Jersey  .  .  . 

167 

669 

202 

500 

I 

2 

8 

15 

378 

1186 

JSl  ew  Y  ork  .  .  . 

629 

4275 

758 

2215 

39 

408 

12 

36 

1438 

6934 

North  Carolina  . 

5 

7 

30 

53 

.  . 

7 

7 

42 

67 

Ohio . 

69 

157 

55b 

1785 

44 

322 

4 

8 

673 

2272 

Oregon  .... 

7 

8 

91 

173 

8 

23 

31 

39 

137 

243 

Pennsylvania  .  . 

522 

1812 

687 

1278 

70 

324 

4 

6 

1278 

3420 

Rhode  Island  .  . 

68 

353 

51 

89 

3 

58 

... 

122 

500 

South  Carolina 

34 

93 

12 

6 

.  .  . 

•  •  ♦ 

46 

99 

South  Dakota  .  . 

17 

16 

9 

7 

6 

2 

32 

25 

1  Tennessee  .  .  . 

23 

50 

202 

332 

•  t* 

•  •  • 

73 

57 

298 

439 

Texas  . 

99 

205 

278 

365 

.  .  . 

•  •  • 

1  32 

29 

409 

599 

Utah . 

•  .  • 

•  •  • 

86 

128 

«  •  » 

15 

10 

lOI 

138 

Vermont  .... 

10 

19 

5 

8 

... 

• « . 

15 

27 

Virginia  .... 

26 

89 

120 

i8i 

... 

♦  •  . 

4 

4 

150 

274 

Washington  .  . 

7 

8 

221 

250 

27 

77 

16 

5 

271 

340 

West  Virginia  .  . 

13 

19 

34 

85 

... 

47 

104 

Wisconsin  .  .  . 

23 

33 

230 

419 

... 

12 

9 

265 

461 

1  Wyoming  .  .  . 

1 

5 

II 

... 

... 

... 

5 

II 

Total  1893  .  . 

3497 

16845 

7476 

17233 

658 

4805 

566 

616 

12174 

39509 

Total  1892  .  . 

4460 

19315 

5939 

13415 

646 

3971 

620 

698 

11634 

37274 

732 


APPENDIX. 


APPENDIX  E. 


INTRODUCTION  OF  AMERICAN  STREET 
TRAMWAYS  INTO  EUROPE. 

By  CHARLES  BURN,  C.E. 

Tiifi  American  horse  tramway  for  the  conveyance  of  passengers 
through  the  streets  of  cities,  though  in  use  in  the  United  States  since 
1855,  was  not  introduced  into  England  until  i860,  nor  on  the  Conti¬ 
nent  until  1861. 

In  i860  the  American,  Mr.  George  Francis  Train,  with  the  co¬ 
operation  of  Mr.  G.  B.  Bruce,  Mr.  James  Samuel,  and  Mr.  Charles 
Burn,  civil  engineers,  and  others,  obtained  permission  of  the  parish 
vestries  to  lay  down  tramrails  along  the  Kennington  Road,  from 
Westminster  Bridge  to  Kennington  Common,  from  Westminster 
Abbey  along  Victoria  Street  to  Victoria  Station,  and  from  the 
Marble  Arch  to  Notting  Hill  Gate,  along  the  Bayswater  Road. 
Registered  companies  were  formed  to  carry  them  out,  the  capital  of 
which  was  privately  subscribed  by  Mr.  Train  and  his  friends. 

The  tramrail  adopted  was  what  was  then  known  as  the  Phila¬ 
delphia  tramrail,  being  5  inches  wide,  3  inches  of  which  was  flat, 
with  a  raised  flange  on  one  side  2  inches  wide  and  f  inch  in  height, 
the  flat  portion  to  be  for  the  use  of  the  ordinary  vehicles.  The  gauge 
was  4  feet  81^  inches.  The  rail  was  fixed  to  longitudinal  sleepers, 
resting  upon  cross  ties,  laid  upon  the  substratum  of  the  roadway. 

This  rail,  having  a  flat  portion  which  could  be  used  by  ordinary 
vehicles,  was  thought  to  offer  great  advantages  to  the  public,  and 
that  less  objection  would  be  raised  to  laying  it  down  in  the  public 
thoroughfares  than  the  grooved  rail,  which  could  be  used  by  the 
tram'cars  only  ;  but  it  was  soon  found  to  be  very  objectionable.  The 
horses  of  the  ordinary  vehicles  slipped  upon  the  flat  portion  of  the 
rail,  and  the  raised  flange  seriously  obstructed  vehicles  crossing 


INTRODUCTION  OF  AMERICAN  TRAMWAYS,  733 


the  tramway,  causing-  breakage  of  the  axles,  &c.,  so  that  great 
opposition  was  raised  by  the  owners  of  private  carriages  and 
other  vehicles  against  the  Tramways,  leading  to  legal  proceed¬ 
ings  being  taken  against  the  Tramway  Companies,  the  result  being 
that  the  Companies  were  compelled  to  remove  the  rails  and  rein¬ 
state  the  roadways.  Tramways  were  considered  a  nuisance  and  not 
adapted  for  London  ;  so  that  by  having  adopted  an  unsuitable  rail 
the  introduction  of  tramways  into  London  was  delayed  ten  years. 

Mr.  Train  also  obtained  permission  at  the  same  time  from  the 
local  authorities  at  Birkenhead  to  lay  down  tramways  in  that  town, 
the  same  rail  being  adopted  as  in  London.  The  local  street  traffic 
not  being  there  so  large  as  in  London,  no  great  objection  was  raised 
there  against  the  rail ;  so  the  Birkenhead  tramway  was  allowed  to 
remain.  Afterwards  Parliamentary  powers  were  obtained  by  the 
Tramway  Company,  the  old  rail  was  supplanted  by  the  grooved  rail, 
and  this  tramway  has  been  working  ever  since  ;  so  the  Birkenhead 
tramway  may  be  regarded  as  the  first  American  tramway  constructed 
and  successfully  worked  in  England. 

Three  years  previously,  or  in  1857,  ^  concession  was  granted  by 
the  French  Government  to  a  Monsieur  Boyer  Bardyto  construct  and 
work  an  American  horse  tramway  from  Clermont- Jerraud  to  Reom, 
in  the  Department  of  the  Puy  de  Dome.  This  concession  he  trans¬ 
ferred  to  Mr.  Charles  Burn,  C.E.,  in  1859,  who  endeavoured  to 
carry  it  out  by  means  of  an  English  company  called  The  Anglo- 
French  Tram  Railroad  Company,  Limited.”  This  company  was 
the  first  English  tramway  company  registered  in  London.  Attempts 
were  made  to  raise  the  capital  in  London,  but  without  success ;  so 
the  project  was  abandoned  and  the  concession  lapsed.  The  cahier 
des  charges,  or  conditions  upon  which  this  concession  was  granted, 
has  been  the  model  upon  which  concessions  for  tramways  on  the 
Continent  since  granted  have  been  based. 

In  1861  a  concession  was  obtained  by  Mr.  Charles  Burn,  C.E., 
for  the  construction  and  working  of  an  American  tramway  in 
Switzerland,  from  Geneva  to  Carouge,  a  length  of  about  two  miles. 
The  conditions  upon  which  this  tramway  was  granted  were  based 
upon  the  model  of  the  Clermont- Reom  concession,  with  this  ex¬ 
ception,  that  by  reason  of  want  of  knowledge  and  experience  on 
the  part  of  the  authorities  as  to  the  construction  and  working  of 
American  street  tramways  in  Europe,  and  the  effect  upon  other 
vehicles  using  the  roadway,  the  concession  was  made  a  conditional 
one  for  five  years  only,  at  the  end  of  which  time,  if  the  tramway  was 
found  to  impede  the  ordinary  traffic,  or  found  to  be  a  nuisance,  the 


734 


APPENDIX, 


concessionaire  was  bound  to  remove  it;  if  otherwise,  the  concession 
held  good  for  another  fifty  years. 

The  tramway  was  constructed  and  opened  by  Mr.  Burn  in  i86i, 
and  proved  a  great  success  ;  so  that  within  twelve  months  after  the 
opening  the  concession  was  made  definitive  for  fifty-five  years. 

This  being  the  first  American  tramway  constructed  on  the  Con¬ 
tinent,  it  attracted  notice  from  all  parts  ;  so  that  within  a  few  years 
concessions  were  obtained  for  tramways  in  Vienna,  Hamburg, 
Copenhagen,  and  Berlin,  and  they  are  now  found  in  most  European 
cities,  and  have  proved  to  be  a  great  benefit  to  the  inhabitants,  and 
generally  remunerative  to  the  proprietors. 

In  England  the  tramway  idea  languished.  It  was  ten  years  after 
Mr.  Train’s  first  attempt  to  establish  tramways  in  London  in  i860, 
that  a  second  attempt  was  made.  After  the  expenditure  of  many 
thousand  pounds  and  against  great  opposition,  an  Act  of  Parliament 
was  obtained  by  an  Anglo-American  Syndicate  for  the  construction 
of  tramways  in  North  London. 


TRAMWAYS  IN  GERMANY. 


735 


APPENDIX  F. 


TRAMWAYS  IN  GERMANY:  A  COMPARISON  BETWEEN 
THE  COST  OF  HORSE-TRACTION  AND  ELECTRIC 
TRACTION.* 

(Zeitschrift  fiir  Transportwesen  und  Strassenbau,  1893,  p.  432.) 

The  comparison  is  founded  on  many  years’  experience  of  an  im¬ 
portant  German  tramway  company  in  horse-traction  (the  situation  of 
which,  however,  is  not  given),  and  by  carefully  obtained  trial-results 
in  electric  traction. 

The  tramway  selected  is  8'o8  miles  in  length,  and  establishes 
intercourse  between  a  large  town  and  several  suburbs.  The  time¬ 
table  is  so  prepared  that  the  trams  run  at  6.0,  6.30,  7.0  A.M.,  and 
then  every  quarter  of  an  hour  until  9  P.M.,  after  which  they  run  at 
9,30,  lo.o,  10.30,  and  ii  P.M.  The  car,  which  is  a  one-horse  one, 
carries  thirty  persons  inclusive  of  driver  and  guard  ;  on  twenty  days 
of  the  year  it  is  necessary  to  double  this  service. 

With  the  use  of  horse-traction,  a  speed  of  eight  to  ten  miles  an 
hour  is  the  limit,  and  eight  cars  are  required  for  the  service  ;  126  (2 
X  63)  single  tours  are  made  daily,  and  1018*08  (126  x  8*o8)  car-miles 
are  run,  consequently  391,  961  [(365  +  20)  x  ioi8*o8]  car-miles  are 
run  in  the  year. 

As  the  daily  performance  of  a  horse  in  tramway  work  amounts,  on 
the  average,  to  16  miles,  theoretically  63  horses  are  required  for  the 
usual  trafidc,  but  in  practice,  10  per  cent,  more  are  added  to  make 
allowances  for  disease  and  rest,  so  that  70  horses  are  kept.  The 
70  horses  represent  a  capital  of  ;^3,i50  (70  x  ^45),  and  a  further 
sum  of  ;^4,250  is  required  for  land  and  buildings.  The  following 

*  For  this  paper  the  Author  is  indebted  to  the  Mmutes  of  the  Proceedings 
of  the  Institution  of  Civil  Engineers^  vol.  cxvi.,  session  1893-94,  where  it 
appears  amongst  the  Foreign  Abstracts. 


736 


APPENDIX. 


tables  are  then  given  as  representing  the  yearly  cost  of  horse- 
traction  : — 


I.— Payment  of  Interest  and  Depreciation. 


4  per  cent,  interest  on  ;^7,400  (;^3,i50  -t-  ^4,250) 

£ 

S. 

d. 

.  296 

0 

0 

15  ,,  depreciation  of  capital  value  of  horses 

•  472 

10 

0 

li  ,,  „  ,,  buildings 

•  63 

15 

0 

Total 

00 

OJ 

5 

0 

II. — Cost 

OF  jMANAGEMENT. 

£ 

s. 

d 

Salary  of  manager 

. 

90 

0 

0 

Wages  of  eight  drivers 

360 

0 

0 

Wages  of  six  stable-boys 

150 

0 

0 

Provender  for  seventy  horses 

. 

2,175 

0 

0 

Harness  and  shoeing  . 

287 

10 

0 

Veterinary  treatment  . 

^5 

0 

0 

Repair  of  stables,  &c. 

100 

0 

0 

Sundries  .... 

• 

72 

10 

0 

Total  . 

3oOO 

0 

0 

J  hese  two  sums,  amounting  to  ;^4.i32  5s.  od.  yearly  for  70  horses, 
gives  3s.  2’8d.  per  horse  per  day.  But  to  this  sum  is  still  to  be 
added  the  hiring  price  of  63  horses  for  20  days  at  5s.  per  day, 
which  amounts  to  ^315.  Therefore  the  total  yearly  disbursement 
for  horse-traction  is  ;^4,447  5s.  od.,  the  cost  per  car-mile  being 


,  \  39D961  / 


The  estimate  for  electric  traction  is  founded  on  the  overhead  line 
system  of  O.  L.  Kummer  &  Co.,  of  Dresden.  Each  car  is  provided 
with  2  electromotors  of  8  H.P.  The  capital  required  is  estimated  as 
follows  :  — 


Band  ......... 

Buildings  ......... 

Boiler  and  engine  and  two  dynamos,  including  all  fit¬ 
tings  . 

Length  of  8’o8  miles  ofline-work,  fixed  complete 
Electric  fittings  for  nine  cars,  one  of  which  stands  in 
reserve  ........ 


£ 

S. 

d. 

150 

0 

0 

1,600 

0 

0 

3>75o 

0 

0 

Ln 

0 

0 

0 

0 

2,250 

0 

0 

Total  capital  expenditure 


.  11,250  o  o 


TRAMWAYS  IN  GERMANY. 


737 


The  following  tables  are  then  given  as  representing  the  yearly  cost 
of  electric  traction  : — 


I. — Payment  of  Interest  and  Depreciation. 


4  per  cent,  interest  on  ;^i  1,250 

,,  depreciation  on  buildings  account  . 

,,  ,,  engine,  See.,  account 

,,  ,,  line-work  account  . 

,,  ,,  electro-motors  account 


5 

15 


Total 


£  s.  d. 

450  o  o 
24  o  o 
281  5  o 

175  00 
337  10  o 


1,267  15  o 


II. — Cost  of  Management. 


Salary  of  manager 
Wages  for  three  enginemen 
Fuel  .... 
Carriage  of  cinders  . 
Lubricants  ... 
General  repairs 
Sundries  .... 


Total 


£ 

s. 

fi. 

90 

0 

0 

180 

0 

0 

830 

0 

0 

10 

0 

0 

125 

0 

0 

225 

0 

0 

72 

5 

0 

L532  5  o 


These  two  sums,  amounting  to  ^2,800,  give  i72d.  per  car-mile  as 
the  cost  of  electric  traction. 

The  paper  concludes  in  enumerating  several  advantages  that 
electrical  cars  possess  over  the  horse-cars  in  the  matter  of  speed, 
safety,  and  size  in  crowded  streets,  as  well  as  in  cost. 


J.  A.  T. 


738 


APPENDIX. 


APPENDIX  G. 


GAS  MOTORS  FOR  TRAMWAYS.* 

(By  A.  Kemper,  Dessau,  Journal  fur  Gasbeleuchtung,  1893,  p.  505.) 

Only  twenty-six  years  have  elapsed  since  the  first  horse-tramway 
was  established  in  Germany,  but  in  1889,  in  about  fifty  towns,  there 
were  838  miles  in  use,  while  in  the  United  States  much  greater 
progress  has  been  made. 

With  horse-tramways,  in  addition  to  the  heavy  cost,'  there  is  the 
objection  to  the  litter  they  create,  especially  at  stopping  places. 
The  cost  of  horses  for  one-horse  cars  amounts  to  from  i’35  to  i’50 
pence  per  car  per  mile,  and  twice  as  much  for  two- horse  cars  ;  but 
the  cost  of  the  motive  power  is  small  compared  with  the  total  cost, 
including  veterinary  surgeons,  medicines,  renewal  of  horses,  shoe¬ 
ing,  and  repairing  and  cleaning  the  streets,  all  of  which  bring  the 
total  cost  of  working  a  one-horse  tramcar  to  4'5  to  5*4  pence  per 
mile,  or  for  a  two-horse  car  5 ‘8  to  773  pence  per  mile.  Horses  have 
the  advantage  over  other  motors  that  they  more  easily  overcome 
obstacles ;  experiments  have  shown  that  a  horse,  pulling  a  full 
tramcar,  temporarily  exerts  more  than  ten  times  the  nominal  traction 
power.  Horse-cars  are  also  light,  weighing  only  to  2  to  2\  tons, 
while  the  weight  of  a  motor-car  is  4  to  7  tons  and  more. 

With  steam-power  there  is  not  only  the  nuisance  of  smoke,  ashes, 
and  sparks,  but  also  the  disadvantage  of  weight  and  the  general 
difficulty  of  working,  and  the  w'orking  expenses  are  so  heavy  that 
steam  can  only  be  used  advantageously  when  several  cars  are  taken 
together.  At  Berne  compressed  air  is  used,  compressed  at  a  central 
station  to  50  atmospheres,  one  horse-power  being  required  to  com¬ 
press  148  cubic  feet  of  air.  The  speed  of  the  cars  is  about  7  miles 

*  For  this  paper  the  Author  is  indebted  to  the  Minutes  of  the  Proceedings 
of  the  Institution  of  Civil  Engineers,  vol.  cxvi.,  session  1893-94,  where  it 
appears  amongst  the  Foreign  Abstracts. 


GAS  MOTORS  FOR  TRAMWAYS. 


739 


per  hour,  which  can  be  increased  to  over  9  miles  per  hour.  A  car 
weighs  about  7  tons,  and  carries  20  passengers. 

Cable-trams  are  suitable  for  steep  gradients,  but  they  can  seldom 
be  used  in  a  town,  as  the  cable  must  be  enclosed,  and  passing  places 
can  only  be  worked  with  horses  or  supplementary  cables.  Hydraulic 
and  also  benzene  and  naphtha  motors  have  also  been  proposed,  and, 
in  New  York,  trials  have  been  made  to  utilise  liquid  carbonic  acid. 
Electric  motors  have  also  been  extensively  adopted  in  America,  and 
they  are  looked  upon  with  much  favour  in  Germany  ;  but  it  has  been 
found  difficult  to  charge  the  accumulators  on  the  cars. 

For  working  tramcars  with  gas  the  receivers  are  six  to  ten  in 
number,  having  a  total  capacity  of  44  to  88  cubic  feet,  and  are 
placed  beneath  the  floor.  The  gas  supply  is  taken  from  the  mains, 
only  a  supply-station  and  a  small  compressing  engine  being  needed  ; 
one  or  more  such  stations  being  provided,  according  to  the  length  of 
the  line,  each  station  costing  ^400  to  £600.  A  plan  for  a  compress¬ 
ing-station  is  given,  showing  an  8-H.P.  gas-engine  with  a  compressor 
capable  of  compressing  2,130  cubic  feet  of  gas  per  hour.  The  gas, 
taken  from  the  main,  is  passed  through  a  meter  to  two  storage 
vessels,  having  a  united  capacity  of  nearly  400  cubic  feet.  At  a 
pressure  of  8  atmospheres  they  will  supply  the  reservoirs  of  two  cars 
at  6  atmospheres.  The  gas  required  for  compressing  purposes  is 
about  8  per  cent,  of  the  gas  to  be  compressed.  Two  types  of  cars 
for  gas-tramways  have  been  introduced  in  Germany,  Those  of 
Messrs.  Guillieron  and  Amrein  are  used  on  the  line  between  Neu- 
chatel  and  St.  Blaize.  There  is  an  8-H.P.  gas-engine  on  the  outside 
platform  of  the  car.  The  gas  receivers  are  sufficient  for  the  double 
journey  of  over  3  miles  each  way,  the  consumption  being  estimated 
at  34  cubic  feet  per  car  per  mile.  An  empty  car  weighs  6  tons,  will 
carry  20  passengers,  and  costs  ;^75o. 

The  other  type  is  that  of  Liihrig  of  Dresden.  Each  car  is  driven 
by  two  7-H.P.  gas-engines,  fixed  under  the  seats,  with  the  fly-wheels 
behind  the  backs  of  the  seats.  The  engines  can  be  worked  together 
or  separately,  and  arrangements  are  made  for  three  rates  of  speed, 
150  revolutions  per  minute  when  engines  are  running  free,  200  revo¬ 
lutions  for  low  and  240  for  high  speed.  If  the  car  remains  only  a 
short  time  at  the  stopping  or  end  stations,  the  engines  run  alone,  to 
avoid  re-starting.  Ignition  is  effected  by  means  of  a  small  electro¬ 
magnetic  lighter.  The  condensing-tanks  are  on  the  roof  of  the  car, 
with  automatic  circulation.  There  are  three  shafts,  one  with  toothed 
wheels  worked  direct  from  the  engines  and  wheels  for  varying  the 
speed.  The  large  cars  weigh  when  empty  75  tons,  and  with  29 

3  B  2 


740 


APPENDIX, 


persons  tons,  and  will  ascend  an  incline  of  i  in  23  at  a  moderate 
speed.  A  smaller  car,  better  suited  to  steep  gradients,  has  been 
constructed,  and  is  worked  with  a  lO-H.P.  engine.  This  car  weighs 
about  4^  tons,  and  holds  22  persons,  and  would  ascend  an  incline  of 
I  in  15  at  a  speed  of  over  3^  miles  per  hour.  The  cost  of  a  large  car 
is  estimated  at  ^900,  and  of  the  smaller  one  at  £yoo.  The  gas- 
consumption,  with  10  to  12  passengers  with  the  large  car,  was  found 
to  be  347  to  37  cubic  feet  per  car  per  mile. 

For  the  cost  of  construction  it  is  estimated  that,  for  a  line  about 
five  miles  long,  with  cars  running  every  five  minutes,  which  would 
require  20  cars,  and  with  an  average  working  day  of  14  hours,  the 
cost  of  a  gas-worked  tram-line,  including  rails,  cars,  buildings,  &c,, 
would  be  ^6,040  per  mile.  Under  similar  conditions  an  electric 
tram  is  estimated  to  cost  ^7,648  per  mile,  and  a  horse-tram  ^5,636. 
The  working  expenses  with  gas  at  3s.  5d.  per  1,000  cubic  feet  are 
estimated  at  about  3  pence  per  car  per  mile,  for  horse-trams,  with 
i-horse  cars  at  4’25  to  5*4  pence  per  car  per  mile,  and  for  electric 
trams  at  3 '86  pence  per  car  per  mile;  and  it  is  shown  that,  with 
similar  traffic  conditions,  a  gas- tram  might  be  expected  to  give  a 
return  of  6^  per  cent,  on  the  capital  invested,  while  an  electric  tram 
would  barely  cover  the  cost  of  working. 


C.  G. 


ELECTRICAL  TRAMWAYS  LN  EUROPE. 


741 


APPENDIX  H. 


ELECTRICAL  TRAMWAYS  IN  EUROPEAN  COUNTRIES. 


According  to  Mr.  Robert  Hammond,*  the  following  is  a  complete 
list  of  the  electric  tramways  or  railways  in  operation  (June  1894),  in 
Europe : — 


1 

fi 

o  . 

<D 

.S 

bJD^ 

.5  & 

Country  and  Town. 

System. 

^  (U 

^  u 

Method  of 
transmission. 

bE  S 
c 

rt  fe 

0  g 

Q 

UNITED  KING 

DOM. 

1 

i 

Portrush — Bushmills  I 

(Ireland)  . j 

!  Blackpool . 

Siemens  . 

H 

OO 

OO 

6 

100 

Third  rail 

Holroyd-Smith  ... 

1883 

2 

140 

Conduit 

1  Ryde  Pier  (I.W.) 

Siemens  ... 

1883 

f 

12 

Third  rail 

1  Brighton . 

Magnus  Volk 

1884 

1 

20 

Third  rail 

Bessbrook — Newry  (Ire-) 
land)  . j 

Hopkinson 

188s 

3i 

62 

Third  rail 

Birmingham  . 

Elwell- Parker  ... 

1890 

3 

80 

CAccumu- 
\  lators 

Southend  Pier  . 

Crompton . 

1890 

3 

4 

50 

Third  rail 

Condon  (City  and  S.  > 
London  Railway)  ...  ) 

Hopkinson 

1890 

3i 

1200 

Third  rail 

Carstairs . 

Anderson-Munro 

1891 

I? 

50 

Overhead 

Leeds  . 

Thomson-Houston 

1891 

5i 

200 

Overh  ead 

1  St.  Peter  Port  (Guernsey) 

Siemens  Bros. 

1892 

200 

Overhead 

Walsall,  Wednesbury,) 
Darlaston  (S.  Staff.)  ) 

(  Electric  Construe-  ( 

(  tion  Corporation  ) 

1892 

7i 

380 

Overhead  1 

Liverpool . 

Hopkinson 

1893 

61 

1600 

Third  rail 

Douglas — Grondle  Glen  1 
(I.  of  Man)  . i 

Hopkinson 

1893 

2| 

100 

Overhead 

*  In  a  paper  on  “Electric  Street  Tramways,”  read  at  the  Annual  jNIeeting 
of  the  Incorporated  Association  of  INIunicipal  and  County  Engineers  held  in 
London  21st  to  23rd  June,  1894. 


742 


APPENDIX, 


1 

S 

.5 

bji^ 

.S  di 

Country  and  Town. 

System. 

§ 

O 

0) 

0  (L) 

^  u. 

0 

Method  of 
transmission. 

nj 

bXi  S 
c 

ci  ^ 

0  g 

Q 

0 

yA 

H 

GERMANY. 

Lichterfeld  (near  Berlin) 

Siemens  &.  Halske 

i88i 

60 

Overhead 

Frankfort — Offenbach  ... 

Siemens  &  Halske 

1884 

At 

160 

Overhead 

Halle  . 

Sprague  . 

I  1891 
)  1892 
1892 

fi 

350 

Overhead 

Gera  . 

Sprague  . 

5 

525 

Overhead 

Bremen  . 

Thomson-Houston 

1892 

74 

450 

Overhead 

Hanover  ... 

Siemens  &  Halske 

1893 

73 

400 

Overhead 

Breslau  . 

Sprague  ... 

1893 

II 

600 

Overhead 

Dresden  ... 

Siemens  &  Halske 

1893 

3f 

270 

Overhead 

Remschied  . 

Thomson-Houston 

1893 

5t 

330 

Overhead 

Barmen  ... 

Siemens  &  Halske 

1893 

I 

400 

Overhead 

Essen  . 

Sprague  . 

1893 

7i 

400 

Overhead 

AUSTRIA- HUN 

GARY. 

Modling- Vienna 

Siemens  &  Halske 

1883 

2| 

195 

Overhead 

Buda  Pesth 

Siemens  &  Halske 

1889 

I21 1 

)  Conduit 

Buda  Pesth 

Siemens  &  Halske 

1893 

3ii 

j  Overhead 

Lemberg . 

Siemens  &  Halske 

1893 

3l 

400 

Overhead 

Baden-Voslau  . 

Schuckert... 

3 

60 

Overhead 

BELGIUM. 

iCompagnie  Inter-") 

Liege- Herstal  . 

nationale  d’Elec-  ^ 

(  tricite  . ) 

1893 

2 

120 

Overhead 

SPAIN. 

Bilbao  . 

Thomson-Houston 

1891 

8| 

280 

Overhead 

FRANCE. 

Clermont-Ferrand 

Thury  . 

1890 

45 

500 

Overhead 

Marseilles . 

Oerlikon . 

1892 

3i 

750 

Overhead 

Paris — 

Madeleine-Saint-Denis 

1892 

375 

CAccumu- 

Opera- Saint-Denis 

(  Compagnie  de  ) 

1  I’Industrie  Elec-  > 

1893 

5f) 

\  lators. 

Salene  . 

1892 

3l 

500 

Overhead 

(  trique,de  Geneve  ) 

Bordeaux — Bouscat 

Thomson-Houston 

1893 

3 

300 

Overhead 

ITALY. 

Florence-Fiesole 

C  Sprague  and  ) 
^Thomson-Houston  J 

1890 

Ai 

250 

Overhead 

Genoa 

Siemens  &  Halske 

1892 

300 

Overhead 

Rome 

Cattori 

1893 

130 

Overhead 

Milan  . 

Thomson-Houston 

1893 

2 

300 

Overhead 

RUSSIA. 

Kiew  . 

Sprague  ... 

1892 

2 

120 

Overhead 

SWITZERL 

AND. 

Vevey-Montreuse 

1887 

6i 

600 

Overhead 

Sirrch-Gelterkinden  ... 

Oerlikon . 

1891 

2 

40 

Overhead 

Grutsch-Miirren 

Oerlikon . 

^Compagnie  de 

1891 

2| 

150 

Overhead 

Orbe-Chavornay 

g  I’industrie  Elec-  V 
k  trique,de  Geneve.) 

1893 

23 

130 

Overhead 

Stausstad-Staus . 

Do. 

1893 

I 

40 

Overhead 

Totals  ... 

•  •  <  •  • 

194^ 

14579 

INDEX. 


Aberdeen  District  tramways  : 
capital,  receipts,  and  working 
expenditure,  97  ;  Livesey’s  system 
of  way,  226 

Accumulators  for  electric  tramways, 

563 

Acts  of  Parliament,  table  of,  author¬ 
ising  construction  of  tramways,  23  ; 
Liverpool,  17  ;  Tramways  Act  of 
1870,  665  ;  Acts  relating  to  Scot¬ 
land  and  Ireland,  708 
Air,  compressed,  locomotives  :  Beau¬ 
mont’s,  523 ;  Hughes  and  Lancas¬ 
ter’s,  524;  Mekarski’s,  519  ;  Scott- 
Moncrieff,  522 

Aldred-Spielmann  rail,  130- 132  ;  cost 
of,  13 1  ;  system  of  way,  341,  342  ; 
use  and  cost  of,  per  mile,  London 
tramways,  130,  131 ;  merits  of, 

342 

Alford  and  Sutton,  steam  tramways 
at,  278 

America,  tramways  in,  329 ;  their 
mileage  length,  730  ;  electric  trac¬ 
tion  on,  565  ;  their  introduction 
into  Europe,  732 
Ammoniacal-gas  car,  413 
Antwerp,  tramways  at,  305 
Ashes,  their  use  for  pavement,  1 1 6 
Asphalte,  failure  of  as  a  pavement  for 
tramways,  114;  use  of,  on  Vale  of 
Clyde  tramway,  200 
Aspinall,  A.  F,,  design  of  tramways 
at  Hor\rich,  292  ;  cost  of,  292  ; 
shunting  engines  by,  476 
Axle-boxes,  355,  363,  374 


Bahia  tramways,  Cockburn- 
Muir’s  Iron  way  at,  320 
Bald\vin  locomotive  works,  steam-car 
constructed  at,  432  ;  cost  of  run¬ 
ning  it,  433  ;  locomotive  by,  433 
Barcelona  tramway.  Merry  weather’s 
locomotive  on,  440,  442 
Barker’s  system  of  iron  way,  340 ; 
where  applied,  246,  251  ;  at  Leeds, 
251  ;  at  Manchester,  246  ;  cost  of, 
250  ;  merits  of,  340,  343 
Barker’s  system  on  South  London 
tramways,  139 
Barker’s  rail,  244 
Battersea,  Mealdns’  w^ay  at,  135 
Baxter’s  steam-car,  417 
Bearings,  comparison  of  systems  of, 

352 

Bearing-springs  for  cars,  365,  374, 

383 

Beaumont’s  compressed-air  car,  523 
Bede  and  Co.’s  hot- water  steam-car, 

430 

Belfast  Harbour  tramway:  Lizar’s 
way,  287 ;  Salmond’s  way,  288  ; 
cost,  290 

Belfast  tramways,  construction  of, 
120;  rails  and  fastenings,  12 1, 
162 

Beloe,  C.  H.,  line  of  Barker’s  way  at 
AVallasey,  251  ;  cost  of,  251  ; 
Southport  tramways  designed  by, 
201  ;  Wirral  tramway  by,  204 
Beresford  Hope,  Mr.,  evidence  on 
New  York  and  London  tramway 
systems,  6,  14 


744 


INDEX. 


Berlin,  electric  traction  on  railways 
at,  566 

Bessbrook  and  Newry  tramway  : 
wheels  used  on,  396  ;  cars  on,  568, 
569 ;  section  of  cars,  569 ;  brake  used 
on,  570  ;  generating  machineiy  of, 
570  ;  dynamos  for,  571  ;  methods 
of  connecting  cars  and  transmission 
of  currents,  574  ;  construction  of, 
568 ;  Edison-Hopkinson  dynamo 
for  locomotive  car,  573 ;  motor 
power  of  and  position  on  cars,  573  ; 
cost  and  working  expenses,  574, 
575  ;  traffic,  578 

Birkenhead,  George  F.  Train’s  tram¬ 
way  at,  13  ;  Wirral  tramway,  204 
Birmingham,  Edge’s  system  at,  294; 
steam  traction  on,  cost  of,  78  ; 
Ritson’s  engines  at,  cost  of,  471 
Birmingham  cable  tramways,  543 
Binningham  Central  tramw’ays,  capi¬ 
tal,  receipts,  and  working  expendi¬ 
ture,  78  ;  comparison  of  expense  of 
four  systems  of  haulage,  84 ;  mile¬ 
age  and  passengers,  78 ;  cars  used 
on,  371 

Binningham  electric  tramways,  578 
Blackpool  electric  tramway,  traffic 
on,  580 ;  property,  receipts  and 
working  expenditure  of,  100;  con¬ 
struction  of,  578,  579 
Board  of  Trade  rules  as  to  provisional 
orders,  673  ;  forms  of  byelaws  and 
regulations,  694 

Bogies  on  steam-cars,  374  ;  Fairlie’s 
double  bogie  steam-caniage  by 
Brown,  482  ;  by  Rowan,  488 
Boston  {U.S.),  cast-iron  tram-rails  at, 
7,8 

Brakes  of  tram-cai's,  356,  357,  358, 
366,  370,  374 ;  steam  on  Ran- 
some’s  steam-car,  435  ;  on  Meiry- 
weather’s  engine,  448  ;  for  electric 
tram-cars,  Bessbrook  and  Newry 
line,  570;  City  and  South  London 
electric  railway,  592  ;  Liverpool 
Overhead  railway,  607 
Brevoort,  H.  L.,  test  of  fireless  loco¬ 
motives  by,  416 

Bristol  tramways,  construction  of, 
230,  231;  cost  of,  233,  240; 
Hughes’s  engines,  462  ;  Kincaid’s 
system  of  way,  230,  231,  341  ;  re¬ 
construction  of,  78 


Brixton  (London)  cable  tramway,  554 
Brompton,  West,  trial  of  Grantham’s 
steam-car  at,  419 

Broomielaw  Quay,  Glasgow,  Ran- 
some,  Deas,  and  Rapier’s  way,  280 
Brown,  A.,  steam-car  by,  482 
Bruce,  Sir  George  B.,  Buenos  Ayres 
Grand  National  tramways  by,  328 
Brunswick,  Edge’s  system  at,  295 
Brunton’s  system  of  way,  Oxford,  266 
Brussels,  tramways  in,  305  ;  sections 
of  rails,  306 ;  cost,  308  ;  working 
expenditure,  308  ;  Loftus  Perkins’s 
condensing  locomotive,  423 
Bucharest  tramways,  Kerr’s  system 
of  way,  278 

Buel,  R.  H.,  test  of  locomotives  by, 
416 

Buenos  Ayres  tramways,  system  of, 
II  ;  a  city  of  tramways,  318  ;  Cock- 
bum-Muir’s  system,  318  ;  merits  of, 
321  ;  Livesey’s  system,  315,  318; 
quantities  and  costs  of,  317  ;  tram¬ 
ways  by  Wood,  326  ;  sections  of 
rails  and  fastening,  326  ;  quantities 
and  cost  of,  327;  tramways  by  Sir 
G.  Bruce,  328 

Burn,  Charles,  inventor  of  the  girder 
rail,  330  ;  on  the  introduction  of 
American  street  tramways  into 
Europe,  732 

Bury  tramways,  length  of,  52 
Byelaws,  power  to  make,  671  ;  forms 
of,  issued  by  Board  of  Trade  :  for 
local  authority,  694  ;  for  a  company, 
696  ;  with  respect  to  steam-power, 
699  ;  with  respect  to  electric  trac¬ 
tion,  702 


CABLE  traction,  525  ;  life  of  cables, 
529  ;  methods  of  construction, 
525.  532,  543.  562  ;  cost,  541  ; 
development  sin  contemplation,  542, 
556  ;  machinery  and  engines,  527, 

54L  545.  546,  553.  555  ;  sections  of 
pulleys,  544,  545  speed,  532 
Cable  tramways,  Binningham,  543  ; 
Brixton,  t;S3  ;  Edinburgh,  =533; 
Highgate  Hill,  532 ;  Matlock, 
^  552  ;  San  Francisco,  525,  527 
Cameron,  A,  J.  D.,  Meakins’  way 
by,  for  South  London  tramways, 

135 


INDEX 


745 


Canada,  system  of  way  in,  146 
Canartio  and  East  New  York,  fireless 
locomotive  used  at,  415 
Capital  invested  in  tramways.  See 
Cost,  Receipts,  etc. 

Carl,  M.,  modification  of  Francq’s 
fireless  locomotive,  510 
Capital,  receipts,  and  expenditure  of 
tramways  :  Aberdeen,  97  —  99  ; 
Bessbrook  &  Newry  (electric),  574,  1 
575;  Birmingham  Central,  78 — 85  ; 
(for  cable  power),  82  ;  Blackpool,  ' 
100,  loi  ;  City  and  Suburban  Elec¬ 
tric  Railway,  594 — 597  ;  Edinburgh, 

91 — 96;  Florence  &  Fiesole  Elec¬ 
tric  Railway,  603  ;  Glasgow  Tram¬ 
ways  (electric),  86 — 90;  Guernsey  ■ 
Tramway,  583 ;  Liverpool  Over-  j 
head  Railway,  614  ;  London  Street 
Tramways,  67 — 72  ;  London  Tram¬ 
ways,  60 — 66  ;  North  Metropolitan,  i 
52 — 59  ;  South  London,  73 — 77  | 

Cars:  number  employed,  25,  50,  51  ; 
cost,  54,  357,  367  ;  constiiiction 
of,  355  ;  advantages  of  small  and 
large,  discussed,  358  ;  bearing 
springs,  365,  374,  383  ;  car  wheels, 
355>  388,  393  ;  bogies,  374  ;  bogie- 
double  car,  482,  488,  489  ;  dummy 
cars  for  cable  traction,  528,  530, 
553,  554  ;  section  of,  530  ;  original, 
354 ;  Alartineau’s,  dead  weight  of, 
357;  French  tram-cars,  378;  Eade’s 
reversible  car,  381  ;  Falcon  Com¬ 
pany’s,  for  Birmingham  Central 
tramways,  371  ;  inside  and  outside, 
by  jMetropolitan  Railway  Carriage 
and  Wagon  Company,  366 
Cars  for  electric  tramways  :  con¬ 
nection  of  currents  with  wheels  of, 
558,  559,  573,  579,  6oi_,  603;  con¬ 
nection  of,  with  switches  and 
motor,  563,  579,  581;  section  of, 
on  Bessbrook  and  Newry  tram¬ 
ways,  568,  569,  570;  Liverpool 
Overhead  railway,  606 
Cars,  London  tramways,  mainte¬ 
nance  and  work  of,  60-66  ;  London 
Street  tramways,  68-72  ;  number 
of,  27 

Cars,  North  Metropolitan,  mainte¬ 
nance  of,  56  ;  number  of,  and  miles 
run  by,  54,  58 

Cars,  North  Metropolitan  Tramway, 


54  ;  inside  car  by  the  Starbuck  Car 
and  AVagon  Company,  369  ;  radial 
axle  by  James  Clerninson,  376 
Cars,  life  of,  in  America,  357 
Cars,  miles  run  by,  25  ;  London 
Tramways,  58  ;  North  Metropoli¬ 
tan,  55  ;  London  Street  tramways, 
68  ;  South  London  tramways,  74, 
77  ;  Birmingham,  78,  84  ;  Glasgow 
Corporation  tramways,  87  ;  Edin¬ 
burgh,  93  ;  Blackpool,  lOO,  578 
Cars,  starting-gear  for,  402  ;  by  Mr. 
H.  P.  Holt,  404 

Cassel  tramway,  312;  Merrywea- 
ther’s  locomotives,  443 
Chicago,  cable  tramway  at,  527 
Church,  A.  G.,  on  omnibus  and  tram¬ 
way  horses,  105 

Cincinnati  tramway,  steam-car  on, 

409 

City  and  South  London  electric 
railway  :  construction,  585  ;  posi¬ 
tion  of  sleepers  and  method,  585  ; 
gradients,  585 ;  section  of,  586, 
587 ;  engines  for  generating  cur¬ 
rents,  586,  587  ;  switches,  system 
of,  588  ;  feeders  for,  588  ;  cables, 
588 ;  motors  and  locomotives  in 
use,  590,  591,  592,  593;  Mr. 
Greathead’s  modification  of  AVest- 
inghouse  brake,  592  ;  efficiency 
of  system,  593  ;  consumption  of 
electricity,  593 ;  cost  and  work¬ 
ing  expenses,  397,  594  _ 

Clerninson,  James,  radial-axle  pas¬ 
senger  car  by,  376 

Cockburn-AIuir’s  iron  way,  318,  344  ; 
at  Bahia,  320;  at  Buenos  Ayres, 
320 ;  at  Lima,  321 ;  at  Monte  Video, 
320,  321  ;  at  Vienna  and  Palermo, 
320;  merits  of  rails,  321  ;  span  of 
bearings,  351  ;  steel  rail,  321,  322  ; 
test  of  steel  and  iron  rail,  344  ;  tests 
of  rails  for  transverse  strength  by 
Air.  Kirkaldy,  321 
t  Cockerell’s  hot-water  locomotive,  504 
Colam,  AV.  N.,  cable  tramway  by, 
at  Buxton,  556 ;  Edinburgh,  533  ; 
Alatlock,  553 

Colebrookedale  Iron  Company,  cast- 
!  iron  tram-rails  laid  by,  3 
Compagnie  Generale  des  Omnibus, 
tram-omnibus  by,  379 
Compressed-air  cars  and  locomotives. 


746 


INDEX. 


514;  data,  515;  Beaumont,  523; 
Hughes  and  Lancaster,  524  ;  Me- 
karski,  519;  Scott-Moncrief,  522 
Compressed-gas  motor,  655 
Comiie,  J.  S.,  on  Connelly  oil  motor, 

653 

Coney  Island  railroad,  trial  of  Ran¬ 
som  car  on,  436 

Connelly  oil  motor  at  Greenwich  and 
Croydon,  651 

Conradi,  H.,  on  tractional  resistance, 
406,  407  ;  design  of  rail-cleaner  by, 
406  ;  test  of  Hughes’s  locomotive 
at  Lille,  465 

Constantinople  tramways  in  con¬ 
struction,  309;  cost,  310 
Construction  of  tramways,  general 
conclusions  on,  340 ;  regulations 
for,  under  Tramways  Act,  669,  673 
Continental  electric  railways,  598 ; 

working  cost  and  performance,  599 
Copenhagen  :  A.  Kohl’s  locomotive, 
440 ;  Smith  and  Myjind’s  locomo¬ 
tive,  430 

Cost,  construction  : — Aberdeen  (Live- 
sey),  226 ;  Belfast  Harbour  (Sal- 
mond),  290 ;  Bristol  (Kincaid), 
233,  240  ;  Brussels,  308  ;  Constan¬ 
tinople,  310;  Dewsbury,  Batley, 
and  Birstal  (Kincaid),  230  ;  (Tms- 
well),  274;  Dublin,  164,  165*; 
Dundee,  212 — 214;  Edinburgh 
(Macrae),  220 — 224  ;  Glasgow  Har¬ 
bour  (Ransome,  Deas,  and  Rapier), 
281,  284,  286;  Glasgow  Corpora¬ 
tion,  86,  181—183,  190 — 194; 

Leicester  (Kincaid),  234 ;  Liver¬ 
pool  (Deacon),  158 — 160;  London 
Tramways,  60,  115;  Manchester 
(Barker),  251  ;  Paris,  299;  Salford 
(Kincaid),  238,  243  ;  Southport  1 
(Beloe),  202,  203  ;  Wirral  (Beloe), 
205  :  Livesey’s  grooved  rail,  317; 
Cockburn- Muir’s  iron  way,  320 
Cost,  receipts,  and  expenditure  of 
tramways  :  capital,  cost,  receipts, 
and  expenses  of  tramways  in  United  ^ 
Kingdom  (1878 — 1890),  27  ;  sup¬ 
plementary  for  1891 — 1893,  728  ; 
capital  expenditure  of  all  tramways 
in  United  Kingdom  (1890),  28 — 37  ; 
receipts,  working  expenses,  and  ! 
stock  of  all  tramways  in  United 
Kingdom  (1890),  38 — 47;  working  | 


expenditure  on  tramways  of  United 
Kingdom  (1880  and  1890),  48  ; 
supplementary  for  1893,  729 
Cost,  steam  horse-power,  com¬ 

parison  of,  453,  454,  490,  491  ; 
electric  versus  steam-power,  com¬ 
parison  of,  604 

Crescent-rail  on  Brussels  tramways, 

307 

Crossings,  663;  Bristol,  231;  Dun¬ 
dee,  209;  Edinburgh,  219;  Glas¬ 
gow,  170,  180;  Guinness’s  Breweiy, 
291  ;  Liverpool,  144,  145,  147 ; 
Salford,  237  ;  Vale  of  Clyde,  199 
Croydon,  Connelly  oil  motor  at,  651 
Curry,  Matthew,  on  the  Lisbon  steam 
tramway,  314 

Curves,  construction  of,  Belfast  Har¬ 
bour  tramways,  289 

DE  feral,  system  of  way,  Mann¬ 
heim  and  Ludwigshafen,  324 
Deacon,  George  F.,  Liverpool  tram¬ 
ways  by,  143,  144;  merits  of  the 
system,  147,  340;  cost  of,  147, 
149 

Deas,  James,  his  report  on  the  cast- 
iron  tramway  at  Glasgow  Harbour, 
282  ;  design  of  steel  rail  tramway, 
284 

Dewsbury,  Birstal,  and  Batley  tram¬ 
ways,  construction,  229 ;  cost  of, 
230 ;  Gomersal  extension,  Trus- 
well’s  way  for,  272  ;  cost  of,  274  ; 
Merryweather’s  engine  on,  446 ; 
cost  and  working  expenses  of,  452  ; 
cost  of  steam  and  horse-power  on, 
compared,  453,  454 
Dick,  Kerr,  and  Co.,  lessees  of  Edin¬ 
burgh  tramways  for  cable  traction, 
542  ;  girder  rails  by,  332,  336 
Dickinson,  Mr.,  system  of  flangeless 
wheels,  397 ;  system  of  electric  trac¬ 
tion,  628 

Disc- wheel,  construction  of,  for  cars, 

389 

Discontinuance  of  tramways,  670 
Dixon,  J.,  Meakins’  way  by,  135 
Dock  tramways,  system  for  con¬ 
struction  of,  161.  See  Glasgow 
Harbour  Tramways,  Belfast 
Harbour  Tramways. 

Dowson’s  iron  way,  254 

Dublin  tramways,  construction,  162  ; 


INDEX, 


747 


cost,  164,  165  ;  length  of,  52  ;  cars 
used  on,  363 

Dublin  and  Lucan  tramways,  Perrett’s 
steam-car  used  on,  480,  482 
Dudley  and  Stourbridge  steam  tram¬ 
ways,  ruling  gradients  of,  471  ; 
Kdtson  and  Co.’s  locomotives  on, 
471  ;  cost  of  engines  on,  471 
Dugdale’s  system  of  way,  261,  340; 

Huddersfield,  261,  264 
Dundee  street  tramways,  system  of, 
207;  construction  of,  207,  210 ; 
gradients,  208;  cost,  210,  212, 
214;  test  of  Gowan’s  rail  for,  330 
Dunscombe,  Mr.  Deacon’s  system  as 
laid  at  Liverpool  by,  148  ;  report  of, 
on  Liverpool  tramways,  148,  150  ; 
system  of,  for  suburban  lines  of 
Liverpool,  160 

Dynamos  for  electric  traction,  558  ; 
Bessbrook  and  Newry  line,  571  ; 
Siemens’s,  for  Guernsey  line,  581  ; 
Elwell-Parker,  on  Liverpool  Over¬ 
head  railway,  608  ;  Edison’s,  on 
Neversink  Mountain  railroad,  646 

ADE’S  reversible  car,  381 

Edge,  C.  A.,  his  system  of  way, 
293  ;  at  Brunswick,  295 
Edinburgh  Street  tramways  :  con- 
stiaiction  of,  215;  construction  of 
Portobello  branch,  216;  cost  of, 
217,  219;  cost  and  wmrking  ex¬ 
penses,  91  ;  gradients  and  curves, 
216;  Gowan’s  rail,  330;  purchase 
of,  by  Corporation  of,  542  ;  renewal 
of,  223 

Edinburgh  (Northern)  cable  tram¬ 
ways,  construction  of,  532 
Edison’s  compound  ■  dynamo  for 
Neversink  Mountain  railroad,  646 
Electric  railways  :  Berlin  and  Paris, 
566  ;  City  and  South  London,  585  ; 
Continental,  598  ;  Florence  and 
Fiesole,  600 ;  Liverpool  Overhead, 
605  ;  Lichterfelde,  598,  599 ;  Mod- 
ling,  598  ;  Montreux,  598  ;  Pesth, 
398.  And  see  Electric  Tram¬ 
ways 

Electric  traction :  historical  notice, 
558,  566  ;  galvanic  power,  558  ; 
dynamos  used  for,  558  ;  connexion 
of  motor  with  wheels  of  car,  558, 
559 ;  methods  of  transmission  of 


currents,  559,  560 ;  feed  wire,  its 
uses,  561  ;  trolly  stands  for,  561, 

562  ;  overhead  connexion  for  trans¬ 
mission  of  current,  section  of,  563  ; 
switches  for,  connexion  of  cars 
with,  563  ;  storage  batteries,  563  ; 
accumulation  of  power,  methods 
of,  563  ;  electrical  terms  and  units, 

563  ;  development  of,  in  America 
and  on  the  Continent,  563  ;  Dr. 
Wemer  Siemens’s  application  of 
to  railways,  566  ;  at  Berlin,  566  ; 
at  Paris,  566  ;  gauge  and  con¬ 
struction  of,  566,  567  ;  Portrush 
and  Giants’  Causeway,  tramway  at, 
567  ;  rails  on,  567  ;  Ryde  Pier, 
567  ;  distribution  of  electric  power 
on  Bessbrook  and  Newry  line,  576 
— 578  ;  generating  engines  for  City 
and  South  London  Railway,  586, 
587  ;  absorption  of  electrical  force 
for  efficiency  on  Liverpool  Overhead 
railway,  61 1,  and  on  City  and  South 
London,  593  ;  distribution  of  elec¬ 
trical  power  on  Neversink  Mountain 
railroad,  643,  644;  form  of  byelaws 
issued  by  Board  of  Trade,  691 

Electric  traction,  cost  of :  at  Bess¬ 
brook  and  Newry,  574 — 577  ;  Bir¬ 
mingham,  83  ;  Blackpool,  580 ; 
Continental  lines,  603  ;  Guernsey, 
583  ;  Liverpool  Overhead  railway, 

614  ;  City  and  South  London  rail¬ 
way,  596,  597 ;  electric  power  versus 
steam  power,  cost  of,  compared, 
604  ;  electric  traction  and  horse 
traction,  cost  of,  in  Germany  com¬ 
pared,  735 

Electric  tramways  at  Berlin,  266  ; 
Barking,  59;  Bessbrook  and  Newry, 
567  ;  Birmingham,  78,  578  ;  Black¬ 
pool,  100,  578  ;  Bristol,  78  ; 

Guernsey,  581  ;  Leeds  (Roundhay) 

615  ;  Paris,  266  ;  Portrush  and 
Giants’  Causeway,  567  ;  Ryde  Pier, 
567  ;  South  Staffordshire,  623,  634  ; 
list  of,  in  United  Kingdom,  565  ; 
list  of,  in  European  countries,  641. 
And  see  Electric  Railways 

Elwell-Parker  dynamos,  608 

FAIRLIE,  R.  F.,  his  double  bogie 
steam-carriage,  482,  488,  489 
Falcon  Engine  and  Car  Company, 


748 


INDEX. 


manufacture  of  tramway  locomo¬ 
tives  by,  407  ;  wheels  of  steam  cars 
by,  371,  375 

Fastenings  for  rails  and  sleepers,  Lar¬ 
sen’s,  1 18,  162  ;  Liverpool,  156,  157; 
Hopkins’s  improvements  in  methods 
of,  162 

Feed-wire,  its  methods  of  use  in 
electric  traction,  561,  588 
Fireless  locomotives,  502.  See  also 
Hot-water  Locomotives 
Flangeless  wheel  cars,  393 
Florence  and  Fiesole  electrical  rail¬ 
way,  600  ;  cost  of  construction,  603  ; 
working  expenses,  603 
Floyd,  T.,  Kerr’s  way  by,  for  Wool¬ 
wich  and  Plumstead  tramways, 
277  ;  cost  of,  277 

Ford,  H.  W.,  report  on  Cockburn- 
Muir’s  way  at  Buenos  Ayres,  321 
Fowler,  A.  M.,  design  of  Salford 
Corporation  tramways,  235  ;  New¬ 
castle-upon-Tyne,  240 
Fox,  Sir  Douglas,  La  Plata  tram¬ 
ways  by,  329 

Francq,  M.  Leon,  Versailles  tramway 
by,  302  ;  tram-cars  by,  378  ;  hot- 
water  locomotives  by,  509  ;  cost  of 
working,  5 1 1 

Francq  and  Mesnard’s  fireless  loco¬ 
motive,  512 
French  tram-cars,  378 

Galvanic  power,  its  application 
to  tramways,  558 
Gas  motor,  655 

Gas-motors  for  tramways,  A.  Kemper 
on,  738 

Gauge :  Alford  and  Sutton  steam  tram¬ 
way,  278  ;  maintenance,  methods, 
and  importance  of,  348;  Kincaid’s 
system  of  keeping  to,  348  ;  Bahia, 
320;  Belfast,  120;  Berlin  (electric) 
566  ;  Birkenhead,  1 3  ;  Birmingham 
(cable),  550;  Bristol,  231  ;  Brixton 
(cable),  553  ;  Brussels,  305  ;  Buenos 
Ayres,  315, 329  ;  Dublin  (Guinness’s 
Brewery),  291  ;  Dundee,  207  ;  Edin¬ 
burgh,  215,  and  (cable),  533  ;  early 
timber  tramways,  2  ;  Highgate 
(cable),  532  ;  Honvich  (locomotive 
works),  292  ;  Huddersfield,  261  ; 
Hull,  230  ;  Ireland,  standard  gauge 
in,  291;  Glasgow,  167,  175,  188; 


Leeds,  116,  231;  Leipzig,  312; 
Liege,  305;  Lisbon,  313;  Liver- 
pool,  18,  20;  London,  in,  114, 
135;  Madras,  254;  Manchester, 
249 ;  Matlock  (cable),  553  ;  Monte 
Video,  320;  Moscow,  31 1  ;  New¬ 
castle-upon-Tyne,  257  ;  Notting¬ 
ham,  256  ;  Paris,  296,  299 ;  Phila¬ 
delphia,  9  ;  Portrush  and  Giant’s 
Causeway  (electric),  567 ;  railway 
gauge  required  by  Act  of  Parlia¬ 
ment,  18;  Salford,  234;  Sheffield, 
230,  231  ;  Southampton,  258  ; 

Southport,  201  ;  Staffordslrire, 
North,  269;  Stockton-on-Tees,  244; 
Tottenham  (Vignoles),  269  ;  United 
States,  II;  Vale  of  Clyde,  168; 
Wellington,  314;  AVoolwich  and 
Plumstead,  277  ;  AVTrral,  204 
Gaune,  M.,  performance  and  cost  of 
Francq’s  engine  on  the  Rueil- 
Marly  tramway,  510,  51 1 
Geneva,  tramways  at,  304 
Geoghegan,  locomotive  by,  473 
Germany,  cost  of  horse  traction  and 
electric  traction  in,  compared,  735 
Ghent,  tramways  in,  305,  306 
Girder  rails  :  invented  by  C.  Bum, 
330  ;  patents  of  A.  Legrand  and  J. 
Gowans,  330 ;  weights  and  dimen¬ 
sions  in  use,  332  ;  tests  of,  335  ; 
sections  of,  336,  337  ;  Kincaird’s 
type  of,  338  ;  and  see  Rails 
Glasgow  Corporation  tramways  :  Act 
for,  166;  first  system  of  constmc- 
tion,  166 ;  gauge  of  way,  167 ;  length 
of,  52,  86,  193  ;  cost  of  construc¬ 
tion  of  first  contract,  171;  second 
system  of  construction,  175,  351  ; 
Johnstone  and  Rankines’  way,  175, 
184;  merits  of  the  way,  340,  351  ; 
cost  of,  190,  192,  194  ;  economy  of 
second  system,  1 8 1  ;  cost  and  work¬ 
ing  expenditure,  86,  90 ;  compara¬ 
tive  wear  of  iron  rails  and  steel  rails, 
184 

Glasgow  Corporation  gas  works,  tram¬ 
way  at,  283 

Glasgow  harbour,  tramway  at,  280  ; 

constmction,  281  ;  cost,  281 
Glasgow  Tramway  and  Omnibus  Com¬ 
pany,  86,  166 

Glass  sleepers,  trial  of,  on  North 
Metropolitan  Tramways,  124 


INDEX, 


749 


Gomersal  extension  tramway,  274 
Goschler,  Mr.,  cost  of  his  tramway  at 
Paris,  299;  Constantinople,  310 
Gowans’  system  of  way,  132  ;  girder 
rail,  132,  133 ;  tests  of,  133  ;  at 
Dundee,  133,  212  ;  London,  133  ; 
Manchester,  133  ;  cost  of,  in  Lon¬ 
don,  132  ;  merits  of,  342 
Gradients:  Bristol,  231;  Edinburgh 
Cable  Tramway,  533  ;  Edinburgh 
Street  Tramway,  effect  of,  on  horses, 
91 ;  City  and  Suburban  (London) 
Electric  Railway,  585 ;  Dundee, 
208;  Edinburgh,  216;  Highgate 
Hill  Cable  Tramway,  532  ;  Lisbon, 
313  ;  London,  117  ;  Matlock  Cable, 
553  ;  Rouen,  444  ;  San  Francisco, 
528  ;  Stoke-on-Trent,  454  ;  Wan¬ 
tage,  419  ;  influence  of,  on  mecha¬ 
nical  propulsion,  494 
Grantham,  John,  steam  cars  by, 
418,  421  ;  cost  of  working,  420 — 
423  ;  Wantage  Tramways,  419 
Great  Eastern  Railway  tramway  in 
London  goods  yard,  280 
Greathead,  Mr.,  his  modified  West- 
inghouse  brake,  592 
Greenwich,  Connelly  oil  motor  at, 

651 

Greenwood,  Mr.,  on  compressed  air 
locomotives,  524 

Grice  and  Long,  steam  car  by,  409 
Gripper,  description  of,  as  applied  to 
cable  traction,  1:26,  1:28,  c;37,  c.C2, 
557  ;  sections  of,  531,  540,  552,  554, 
555 

Grover  and  Newton,  Kincaid’s  way 
by,  at  Stockton-on-Tees,  244 
Guernsey  tramway,  Merryweather’s 
engines  on,  443 ;  electric  traction 
used  on,  580,  581  ;  dynamos  and 
cars  in  use,  581  ;  rails  by  Vignoles, 
582;  traffic  on,  583  ;  cost  and  work¬ 
ing  expenses,  583 

Guinness’s  Brewery  tramway  (Dublin), 
construction  and  section  of,  290  ; 
narrow  gauge,  cost  of,  292;  Geo- 
ghegan’s  locomotive,  473 

Hall,  sir  Benjamin,  his  opposi¬ 
tion  to  tramway  legislation,  12 
Hamburg  tramways,  Bro^vn’s  steam 
car  at,  487 


Hammond,  R.,  list  of  electrical  tram¬ 
ways  in  Europe,  741 
Handyside,  289;  car -wheel,  391 
Harbour  tramways  :  Ransome,  Deas, 
and  Rapier’s  cast-iron  way,  280 ; 
Glasgow  Harbour,  cost  of,  281,  282  ; 
system  for  lighter  traffic,  282  ;  Bel¬ 
fast  Harbour  tramway,  287 ;  Ligne’s 
way,  287  ;  Salmon’s  way,  288 
Haworth’s  tramway  system  at  Salford, 

Highgate-hill  cable  tramway,  532 
Holt,  Alfred,  flangeless  wheels  for 
wagons,  invented  by,  393 
Holt,  Heniy  P.,  on  functional  resis¬ 
tance  of  tram-cars,  398,  399  ;  design 
of  starting  gear  for  cars,  402  ;  on 
electrical  railways,  585 
Hopkins,  George,  engineer  for  tram¬ 
way  in  Dublin,  162  ;  Liverpool,  17  ; 
London,  no,  123;  Vale  of  Clyde, 
169,  195  ;  pavement,  on  margin  of, 
for  tramways,  21 

Hopkinson,  Edward,  designs  of  Bess- 
brook  and  Newry  Electric  Tram¬ 
ways,  568 

Horses,  life  of,  on  tramway  work,  52, 
54,  91,  404  ;  life  on  omnibus  work, 
104,  105  ;  number  of,  employed  for 
tramway  work,  25,  28;  injury  to, 
from  defective  pavement,  344  ;  pur¬ 
chase  and  maintenance  of,  cost,  55, 
58,  70,  71,  76,  90,  91 
Horse-traction  and  electric-traction, 
cost  of,  in  Germany,  compared,  735 
Horsing;  Edinburgh,  91;  London 
Tramways,  60 ;  London  Street 
Tramways,  67;  North  Metropoli¬ 
tan,  52,  54 

Hormch  locomotive  works  tramway, 
292  ;  Aspinall’s  engines,  476 
Hot-water  locomotives  and  steam- 
cars:  Lamm’s  ammoniacal-gas  car, 
413 ;  his  thermo-specific  engine, 
414;  Bede  and  Co.’s  hot-water 
steam-car,  430 ;  Buel’s  report  on, 
416  ;  Cockerell’s  locomotive,  504  ; 
Francq’s  locomotive,  509 ;  Francq 
and  Mesnard’s  locomotive,  512  ; 
Todd’s  hot-water  steam-car,  412  ; 
data  for  hot-water  power,  502 
Hoylake  and  Birkenhead  tramways, 
trial  of  Grantham’s  car  on,  422 
Huddersfield  Corporation  tramways. 


750 


INDEX. 


Dugdale’s  system  for,  261  ;  recon¬ 
struction,  264  ;  test  of  girder-rail 
for,  335  ;  cost  of,  265 

Hughes,  Henry,  steam  locomotive 
by,  456  ;  trials  of,  on  tramways  at 
Leicester,  457  ;  Edinburgh,  458  ; 
Paris,  458  ;  Sheffield,  458  ;  Vale  of 
Clyde,  458 ;  AVantage,  458 ;  on 
functional  resistance  of  tram-cars, 
399  ;  Southern  Tramways  of  Paris, 
458  ;  working  cost,  461  ;  Bristol, 
462  ;  Lille,  463 

Hughes  and  Lancaster’s  compressed- 
air  car,  524 

Hull  tramway,  Kincaid’s  system  on, 
230 

Huntingdon,  Mr.,  on  cost  of  tramway 
construction  in  London,  1 14 

IKDIA-RUBBER,  bearing  springs 
of  by  George  Spencer,  384,  383  ; 
tests  of,  by  Mr.  Kirkaldy,  385 
Ipswich  tramways,  Kerr’s  way  for,  275 
Ireland,  standard  gauge  of  tramways 
in,  291  ;  Tramway  Acts  relating  to, 
708 

Iron  substructure  for  tramways.  See 
AVays 

JACOB,  Mr.,  Kincaid’s  way  by,  at 
Salford,  241 

Johnstone  and  Rankine’s  way,  342, 
343;  advantages  of,  193,  345;  at 
Glasgow,  166,  175,  187 

Kemper,  a.,  on  gas  motors  for 
tramways,  738 

Kerr’s  system  of  way,  342,  343  ;  tram¬ 
ways  by,  at  Ipswich,  275  ;  AVool- 
wich,  277  ;  second  system  of  way, 
278  ;  third  system  of  way  for 
Bucharest  and  Madrid  Tramways, 
278 

Kincaid’s  iron  way,  as  patented,  112, 
1 16,  227,  341  ;  his  second  patent, 
230 ;  cost  of,  at  Bristol,  240 ;  gauge, 
his  system  of  keeping  to,  348  ;  sub¬ 
structure  by,  351 ;  span  of  bearings, 
351  ;  steel  girder  rail  by,  338  ;  cost, 
339  ;  constmction  of  tramway  at 
Bristol,  230,  236,  238 ;  Dewsbury, 
229;  Greenwich,  112;  Hull,  230; 
Leeds,  116,  229,  230 ;  Leicester, 


230,  233  ;  Salford,  234  ;  Sheffield, 
229  ;  Stockton-on-Tees,  244,  245  ; 
Newcastle-upon-Tyne,  240 
Kirkaldy,  DaGd,  tests  of  tram  rails 
by,  321  ;  tests  of  india-rubber 
springs  by,  385 

Kitson  and  Co.,  patent  valve  gear  for 
tramway  locomotives,  468  ;  locomo¬ 
tive  by,  468  ;  on  Dudley  and  Stour¬ 
bridge  tramway,  471 
Kohl,  A.,  locomotive  by,  430 

LAAIM,  Dr.  Emile,  ammoniacal- 
gas  car  by,  413 ;  hot- water 
locomotive  by,  414 
La  Plata  tramways,  329 
Larsen’s  rail  and  fastening,  118; 
advantages  of,  applied  to  tramways, 
162,  345  ;  in  Belfast,  120,  162  ; 
Dublin,  162  ;  London  Street  Tram¬ 
ways,  1 19,  134 
Latta,  A.  B.,  steam-car,  409 
Lausanne  and  Echellens  railway. 
Brown’s  steam-car  on,  482 
Lebout,  AI.,  Constantinople  tram¬ 
ways  designed  by,  309 
Leeds  electric  tramway.  See  Round- 
hay 

Leeds  tramways,  construction  of, 
Kincaid’s  way,  229,  230  ;  Barker’s 
way  at,  251  ;  resistance  to  traction 
on,  by  H.  P.  Holt,  398 
Legrand’s  girder-rail,  330,  331 
Leicester  tramways,  construction, 
233  ;  cost,  234 ;  trial  of  Air. 
Hughes’s  locomotive  on,  457 
Leipzig  tramway,  3 1 1 
Length  of  tramways,  23,  24,  27,  48  ; 
England  and  Wales,  48  ;  London, 
48,  50 ;  table  showing  length  of 
lines  authorised  and  opened  by 
various  companies,  23 — 37 
Leytonstone  (North  Metropolitan) 
Extension  tramway,  Alajor  Beau¬ 
mont’s  compressed-air  car  on,  524  ; 
Page’s  system  of  way  at,  125 
Lichterfelde  electric  railway,  598,  599 
Liege,  tramways  at,  305 
Light,  G.  L.,  cast-iron  tram-rail  by, 
.7,  8,  350 

Lille,  tramways  at,  304 ;  Hughes’s 
engine  at,  463  ;  cost  and  working 
expenditure  of  engines,  466 


INDEX, 


751 


Lima  tramways,  Cockbum  -  Muir’s 
steel  rails  for,  321  ;  strength  of, 
322 

Lisbon  tramways,  313;  locomotives 
on,  314  ;  abandoned,  314 

Liverpool  Overhead  railway,  605  ; 
cost,  614  ;  methods  of  transmission 
of  electric  currents,  610 ;  tests  for 
efficiency,  612  ;  motors,  606  ;  West- 
inghouse  brake  for  cars,  607 

Liverpool  tramways,  16  ;  system,  16, 
21  ;  construction,  340  ;  Noble’s 
crescent  rail,  16;  gradients,  21; 
reconstruction  of,  on  G.  F.  Deacon’s 
system,  140 ;  cost,  158;  crossings 
and  points,  141  ;  Duncombe’s  de¬ 
sign  for  tramways  in  suburbs  of, 
160;  cost,  160;  results,  16 1  ;  tests 
for  rail,  153 ;  tests  for  sleepers, 
155;  bolts  and  nuts,  156;  merits 
of,  340»  344 

Livesey’s  grooved  rail  tramway,  317; 
system  of  way,  Aberdeen,  226 ; 
iron  way,  12,  315  ;  at  Buenos  A5nes, 
with  steel  rails,  316;  his  system  of 
way  in  advance  of  his  time,  345  ; 
his  coupled  stools,  351  ;  his  span 
of  bearings,  351 

Lizar’s  system  of  tramways  at  Belfast 
harbour,  287 

Local  authority,  power  to  purchase 
tramways,  670  ;  judgment  of  House 
of  Lords  as  to  terms  of  purchase, 
710;  byelaws  for  tramway  worked 
by,  684 

Locomotives.  See  Steam  Locomo¬ 
tives,  Compressed-air  Loco¬ 
motives,  Fireless  Locomo¬ 
tives,  Hot- WATER  Locomotives 

London  tramway  movement  as  re¬ 
vived,  1865,  14 

London  General  Orhnibus  Company  ; 
capital,  cost,  and  working  expendi¬ 
ture,  102  ;  charge  for  horse-hire, 
52,  60,  67  ;  damage  to  omnibuses 
by  imperfect  way,  344 

London  Tramways :  Acts  obtained, 
22;  length  of,  22,  48,  50,  51; 
cost  of,  51,  114 — 116,  131  ;  con- 
stmction  of,  22,  60,  iio,  113; 

general  cost  and  working  expendi¬ 
ture,  60,  64,  68 ;  inclines  and 

curves,  117;  renewal  of  cars,  65  ; 
renewal  of  way,  66  ;  Aldred- 


Spielmann’s  way  for,  130  ;  Gowan’s 
girder  rail  on,  133;  reconstruction 
and  cost  of,  on  Gowan’s  system,  130, 
124 

London  Street  Tramways  :  Acts  ob¬ 
tained  for,  21  ;  length  of,  22,  67  ; 
mileage  receipts  and  passengers  on, 
67,  68,  69 ;  cost  of,  70 ;  mainte¬ 
nance  of  cars,  71  ;  maintenance  of 
way,  71  ;  construction  of,  72,  119  ; 
Larsen’s  fastening  for,  119,  134; 
reconstruction  of,  with  girder  rail, 

^34 

London  Street  tramways,  inclines 
and  curves  on,  1 1 7 

Lords,  House  of,  judgment  as  to 
terms  of  purchase  by  local  autho¬ 
rity,  710 

Loubat,  M.,  tramway  by,  in  New 
York,  5  ;  in  Paris,  296 

Ludwigshafen  tramways,  De  Feral’s 
way  for,  324 

Lynde,  J.  H.,  construction  of  Man¬ 
chester  Corporation  tramways 
under,  246 

MACKIESON’S  system,  340  ;  at 
Dundee,  207,  212 

M’Nay  and  Co.,  Winby  and  Levick’s 
way  by,  at  Nottingham,  255 
Macrae’s  system  of  way,  342  ;  at  Edin¬ 
burgh,  215 

Madras  tramways,  254 
Madrid  tramways,  278  ;  Kerr’s  way 
for,  279 

Manchester  Corporation  tramways. 
Barker’s  system  of,  246  ;  construc¬ 
tion  of,  256 ;  cost  of,  15 1  ;  Gowan’s 
way  at,  133 

Mannheim  tramways,  De  Feral’s  way 
for,  324 

Marks,  C.,  cable  tramway  by,  at  Mat- 
lock,  553 

Martineau,  Mr.,  his  table  of  weights 
of  cars,  357  ;  on  the  advantage  of 
inside  cars,  358 
Matlock  cable  tramway,  552 
Meakins’  system  of  way,  135,  138,  342; 
Southwark  and  Battersea,  135  ;  cost 
of,  on  South  London  Tramway,  137, 

138 

Mechanical  power  on  tramways,  409  ; 
historical  sketch,  312  ;  elementary 


752 


INDEX. 


datum,  398  ;  hot-water  locomotive, 
502 ;  compressed  air  locomotives, 
514;  locomotives  by  Merry  weather 
and  Sons,  437,  438  ;  condensing 
locomotive  by  John  Perkins,  423  ; 
Bissell  bogie  steam  car  by  Edward 
PeiTett,  478 ;  double-bogie  steam 
car  by  A.  Brown,  482  ;  double-bogie 
steam  car  by  W.  R.  Rowan,  488  ; 
elementary  data,  resistance  to  trac¬ 
tion  on  a  railway,  398  ;  tramway  lo¬ 
comotive,  406  ;  A.  P.  Holt’s  experi¬ 
ence  on  grooved  rails,  398,  400,  402  ; 
Mr.  Hughes’s  experiments,  399 ; 
causes  of  resistance ;  M.  Deloudiant’s 
experiments,  400 ;  Mr.  Tresca’s  ex¬ 
periment,  400,  401 ;  Col.  Sytenko’s 
experiment,  401  ;  Mr.  AVood’s  esti¬ 
mate,  401  ;  Messrs.  Menyweather’s 
conclusion,  402  ;  John  Philhp’s  ex¬ 
periments  in  starting  cars,  402  ;  E. 
Perrett’s  experiments,  404  ;  experi¬ 
ments  on  Modling  (Vienna)  electric 
railway,  407,  408 ;  Mr.  Conradi’s 
experience,  406,  407 ;  mechanical 
propulsion,  with  rules,  492  ;  adhe¬ 
sion,  494  ;  influence  of  gradients, 
494 ;  steam  consumed,  495  ;  pro¬ 
perties  of  steam,  497,  498  ;  examples 
for  use  of  the  rules,  499 ;  data  for 
water  and  fuel,  501  ;  hot- water 
power,  502  ;  Cockerell’s  hot-water 
engine,  wdth  results  and  experi¬ 
ments,  504  ;  compressed  air  power, 
514  ;  form  of  regulations  issued  by 
Board  of  Trade,  699 
Mekarski’s  compressed  air  car,  519 
Merryweather’s  steam  locomotives, 

437  ;  three  classes  of,  438  ;  at  Paris, 

438  ;  at  Cassel,  Guernsey,  and  AVel- 
lington,  N.Z.,  443  ;  at  Rouen,  444  ; 
at  Batley,  446  ;  at  Stoke-on-Trent, 
454;  performances  of,  438,  440,  442, 
445 »  499 

Aletropolis,  tramways  in,  48  ;  length, 
48,  50  ;  curves,  1 17 
Metropolitan  Railway  Carriage  and 
Waggon  Company,  inside  and  out¬ 
side  passenger  car  by,  360 ;  car- 
wheels  by,  construction  of,  361,  368 
Metz,  De  Feral’s  way  at,  324 
Miller  and  Co.,  wheels  by,  389 
Mines  and  minerals  under  tramways, 
662 


Modling  (Vienna)  electric  railway, 
construction  of,  598  ;  experiment  on, 
for  resistance,  407,  408 
Monte  Video  tramway,  Cockburn- 
Muir’s  steel  rails  for,  320,  321  ; 
quantities  and  cost  of,  320 
Montreux  electric  railway,  598 
Morris,  J.,  on  margin  of  pavement 
for  tramway,  2 1 
AIoscow  tramway,  3 1 1 
Motor,  oil,  651  ;  compressed  gas,  655 
Motors,  connection  of,  with  car-wheels 
worked  by  electric  traction,  558 ; 
construction  of,  on  locomotive  of 
City  and  South  London  electric 
railway,  591  ;  Sprague,  on  Florence 
and  Fiesole  electric  railway,  602  ; 
Liverpool  overhead  railway,  606  ; 
Roundhay  (Leeds)  tramway,  618  ; 
South  Staffordshire  tramway,  632 
Moscow,  Vignoles’  rail  at,  resistance 
to  traction  of,  401 

Nantes  tramway,  Alekarski’s 
compressed-air  car,  521 
Neversink  Mountain  electric  railroad, 
641  ;  worked  by  turbines,  641  ; 
arrangements  for  working,  643  ; 
particulars  of  power  employed,  644  ; 
details  of  machinery,  645  ;  test,  for 
resistance,  647  ;  road  data,  648  ; 
distribution  of  electrical  power,  647, 
649  ;  Edison’s  compound  dynamo, 
646  ;  transmission  of  currents,  646 
Newcastle-upon-Tyne,  AAffnby  and 
LeGck’s  way  at,  255,  257  ;  cost  of, 
257  ;  Kincaid’s  way,  240 
Newcastle  tramways,  report  of  Cor¬ 
poration  Committee  on  cable  trac¬ 
tion,  542 

New  A^ork  grooved  tram-rails,  6,  7  ; 
step  rails,  10  ;  car  used  on  tramways 
at,  354 

New  York  (East)  and  Canartio  tram¬ 
way,  hot-water  locomotives  on,  415 ; 
tests  by  Mr.  Buel  and  Mr.  Brevoort, 
416 

New  York  and  Haarlem,  first  Ameri¬ 
can  line  of  tramways,  5  ;  unpopular 
and  suppressed,  5  ;  revived  in  1852,  5 
Noble’s  crescent  rail,  16,  17 
North  British  Rubber  Company,, 
india-rubber  springs  by,  365,  384 


INDEX. 


753 


^^orth  Chicago  City  railway,  resist¬ 
ance  to  traction,  by  A.  AV.  Wright, 
406 

North  London  Suburban  tramways, 
Vignoles’  way  for,  269 

North  London  tramways,  purchase  of, 

53 

North  Metropolitan  tramway  ;  work¬ 
ing  stock,  53  ;  cars  on,  54  ;  mileage 
and  passengers,  55 — 58 ;  Page’s 
system  of  way  for  glass  sleepers  on, 
124,  125  ;  experimental  lengths  of 
different  way,  122,  123,  124;  plank 
base,  123;  unequal  wear  of  rail, 
124;  Wiiiby  and  Levick  way  for, 
124  ;  Beaumont  compressed-air  car 
on,  524  _ 

North  Staffordshire  tramways,  Vig¬ 
noles’  way  for,  269  ;  Merry  weather’s 
engines  on,  454 

Nottingham  and  District  tramways, 
Winbv  and  Levick’ s  way  for,  2qc;  ; 
cost  of,  256 

IL  motor  cars,  651 
Omnibuses,  average  life  of  horses 
used  for,  104,  105  ;  of  omnibus, 
104.  See  .also  London  General 
Omnibus  Company 

Orleans,  New,  hot-water  locomotives 
used  at,  413,  414 

Oxford,  City  and  District  tramway, 
Brunton’s  way  for,  266 

PAGE’S  system  of  way,  342  ;  North 
Metropolitan  Tramway,  125  ; 
cost  of,  128,  129 

Paris  tramways,  PTancq  &  Mesnard’s 
fireless  locomotives  for,  512  ;  Meriy- 
weather’s  locomotives  for,  437,439  ; 
tramways  in,  296  ;  cost  of,  300, 
301  ;  electric  traction  on  railways 
in,  566  ;  Hughes’s  locomotives  on 
Southern  tramways  of,  458  ;  cost 
of,  461 

Passenger  traffic,  returns  of,  38 
Paving  and  pavement,  asphalte  a 
failure,  114  ;  ashes,  use  of  for,  116  ; 
wood,  260  ;  support  of,  344  ;  im¬ 
perfect,  damage  by  to  traffic,  344 ; 
importance  of  maintaining,  344,  350 
Perkins,  Loft  us,  condensing  locomo¬ 


tive  by,  423  ;  report  of  AI.  Fan- 
camps  on,  424  ;  report  of  Mr.  Spee 
on,  425  ;  improvements  of,  426,  427 
Perrett,  Edward,  steam-cars  by,  478  ; 
on  starting  resistance  of  cars,  404, 

405 

Pesth  electric  railway,  598 
Philadelphia  girder  rail,  329  ;  slip  rail 
in,  9  ;  trial  of  steam-cars  at,  432, 
436  ;  comparative  cost  of  horse  and 
steam  power,  434,  435 
Phillip,  John,  on  the  starting  resist¬ 
ance  of  cars,  402 
Points  and  crossings,  663 
Portobello,  construction  of  branch  of 
Edinburgh  Street  tramways,  216; 
cost  of,  217 

Portrush  and  Giants’  Causeway  elec¬ 
tric  tramway,  569 
Potteries,  tramway  in  the,  14 
Pritchard,  E.,  Birmingham  cable 
tramways  by,  543 

Provincial  tramway,  table  of  cost  and 
working  expenditure  of,  28 
Purchase  of  tramways  by  local 
authorities.  House  of  Lords’  judg¬ 
ment  as  to  terms  of,  710 

Radial -AXLE  car  by  James 
Cleminson,  376 

Rail  cleaner  by  H.  Conradi,  406 
Rails  :  Aldred-Spielmann  rail,  130, 
132,  342  ;  Aspinall’s  at  Horwich 
locomotive  works,  293  ;  Barker’s 
steel  rail,  244,  248  ;  Beloe  rails,  21, 
204  ;  box  rail  unsuited  for  me¬ 
chanical  traction,  124  ;  abandoned 
at  Glasgow,  175,  185  ;  on  Wirral 
tramway,  204  ;  Brussels,  iron  rails 
in,  305  ;  Buenos  A.yrrs  rails,  321, 
327;  Burn’s  girder  rail,  330;  Cassel 
iron  rail,  313 

Rails  :  cast-iron,  when  first  tried,  3  ; 
cleaners  for,  406  ;  effects  on  trac- 
tional  resistance,  407  ;  channeled 
rail,  advantages  of  in  towns,  161, 
184  ;  Cockburn-Muir,  319,  352  ; 
crescent  rail,  16,  307  ;  Deacon’s 
steel  rail,  152  ;  Deacon’s  rail  in 
Liverpool,  142  ;  Dowson’s  iron  rail, 
254  ;  Dugdale’s  rail,  261  ;  Dug- 
dale’s  steel  rail  at  Highgate-hill 
(cable),  532  ;  flat  rail,  14  ;  objec- 

C 


754 


INDEX. 


lions  to,  III  ;  Sir  Douglas  Fox, 
on  La  Plata  tramway,  329 ;  Francq’s 
iron  rail,  302  ;  girder  rail  by 
Brunton,  264  ;  American,  Phila¬ 
delphia,  329  ;  Burns,  330  ;  De 
Feral,  325  ;  Edge,  294  ;  Gowan, 
132,  196,  212,  330,  343;  Johnstone 
and  Rankine,  186 ;  Ken',  276  ; 
Kincaid,  112,  331,  338;  Legrand, 

331  ;  Meakins,  135  ;  Winby  and 
Levick,  256  ;  girder  rail,  334  ;  for 
cable  tramway  at  Edinburgh,  534, 
537  ;  at  Birmingham,  550,  551  ; 
tests  of,  for  resistance,  335  ;  sections 
of  various  (Dick,  Kerr  &  Co.), 
336,  337  ;  weight  and  dimensions, 

332  ;  grooved  iron  rail  in  New  York, 
5  ;  best  form  of  grooved  rail,  340, 
349 ;  Guinness’s  brewery,  290 ; 
Guernsey  electric  tramway,  582 ; 
Haworth’s  flat  rail,  14,  15  ;  John¬ 
stone  and  Rankine’s,  at  Glasgow, 
166,  176,  184,  187,  188,  342,  343  ; 
Kerr’s  rail,  276,  279;  Kincaid’s 
iron  rail,  227,  229,  230,  231,  237, 
352  ;  Kincaid’s  South  London  tram¬ 
ways,  1 12;  girder  rail,  338;  Kin¬ 
caid’s  steel  rail,  238,  239,  242 ; 
Larsen’s  rail,  118,  119,  120,  134, 
162  ;  Dublin,  162  ;  Vale  of  Clyde, 
196,  198  ;  North  Metropolitan,  123, 
124  ;  Lebout’s  iron  rail,  309  ;  Leeds 
(early)  rails,  116;  Legrand  girder 
rail,  330  ;  Leipzig  rail,  312  ;  Light’s 
cast-iron  rail  in  Boston  (U.S.),  8  ; 
Lille  iron  rail,  304 ;  Lisbon  iron 
rail,  313  ;  Liverpool  rail,  early,  17  ; 
Livesey’s  steel  rail,  315  ;  Livesey’s 
iron  rail,  317  ;  Lizars’  iron  rail,  287  ; 
London  tramway,  rail  for,  no,  1 1 2  ; 
South  London,  135,  136;  Loubat’s 
rail,  5,  297,  298,  300 ;  Macrae  iron 
rail,  218;  Macrae  steel  rail,  23; 
Mackieson’s  iron  rails,  209,  211, 
213;  Neversink  Mountain  railroad 
rails,  640,  642 ;  New  York  step 
rail,  10 ;  Noble’s  crescent  rail,  16, 
17;  Page’s  rail,  125;  Philadelphia 
step  rail,  9  ;  girder  rail,  329  ;  Port- 
rush  and  Giants’  Causeway  (electric) 
rails,  567  ;  Ransome,  Deas,  and 
Rapier’s  cast-iron  rails,  280 ; 
Shaw’s  steel  rail,  252  ;  Siemens’ 
steel  rails  at  Lima,  321  ;  steel  and 


iron,  comparative  wear  of,  344 ;  in 
Glasgow,  184  ;  on  the  North  Metro¬ 
politan,  124  ;  strength  of  Cockbum- 
Muir’s  iron  and  steel,  321  —  323  ; 
Rymney  or  box-rail,  132  ;  steel  rail 
tests,  153— 155  ;  step  rail,  ii,  401, 
481  ;  strength  and  design  of  con¬ 
siderations  as  to,  340,  342,  350; 
Sytenko’s  rail,  31 1;  stiffness  of 
rails,  352;  step  rail,  9,  lo,  ii; 
tests  of  rail  by  Mr.  Kirkaldy,  321, 
322  ;  at  Buenos  Ayres,  327  ;  timber 
rail  of  early  tramway,  2  ;  Train’s 
step  rail,  13  ;  triple  rail  system, 
15  ;  Truswell’s  rail,  271  ;  Vignoles^ 
rail,  269,  270;  objections  to,  342; 
modifications  of,  by  Bum,  330  ; 
at  Guernsey,  582 ;  unequal  wear 
of  rail,  124  ;  Wellington  (N.Z.) 
iron  rail,  314  ;  Wilson’s  rail,  258, 
259  ;  AVinby  and  Levick’s  rail,  124 

Ransom,  Louis,  steam-car  by,  434 ; 
trials  of  steam-car,  436 

Ransome,  Deas,  and  Rapier,  cast-iron 
way  at  Glasgow  Harbour,  280,  283 ; 
at  Glasgow  Corporation  Gasworks, 
283  ;  cost  of,  282,  284,  285  ;  width 
of  bearing,  287 

Receipts  of  tramways.  See  Cost, 
Receipts,  etc. 

Resistance  on  tramways  :  advantage 
on  the  round  contour  of  the  groove, 

1 13,  114  ;  advantage  of  the  shallow 
groove,  168,  169,  196;  central  bear¬ 
ing  for  wheels,  232  ;  advantage  ot 
a  first-rate  rolling  surface,  344,  379 
C.  L.  Light’s  sloping  berme,  7, 
350 ;  freedom  of  the  slip  rail,  ii 
freedom  of  Mr.  Haworth’s  flat  rail, 
14;  disadvantages  of  the  crescent 
rail,  16,  17,  307  ;  Mr.  Holt’s  ex- 
peiffnents,  398  ;  advantages  of  light¬ 
ness  and  elasticity,  381 ;  starting 
gear  for  cars  to  prevent,  402  ;  E. 
Perrett’s  experiments,  404,  481  ; 
A.  W.  Wright’s  experiment,  new 
rails  V.  worn  rails,  406 ;  J.  A, 
Wright’s  observations  on  resistance 
on  a  dusty  day,  406  ;  causes  of  re¬ 
sistance,  345,  356,  398 ;  necessity 
for  vertical  stiffness,  352  ;  reduction 
of,  by  the  use  of  radial  axles  and 
loose  wheels,  376 ;  resistance  of 
car  on  slip  rail  at  Chicago,  405, 


INDEX. 


755 


481  ;  tests  for  resistance,  on  Rouen 
steam-tramways,  406 ;  on  Never- 
sink  Mountain  electric  railroad, 
649 

Ridley  and  Co.,  tramways  laid  by, 

255.  257 

Rolling  surface,  advantage  of  a  good, 

344>  379 

Rouen  tramways,  resistance  to  trac¬ 
tion  on  dusty  days,  406 ;  Merry- 
weather’s  engines  for,  444  ;  perfor¬ 
mance  and  working  cost  of,  445 

Roundhay  electric  tramway,  615  ; 
example  of  Thomson-Houston  sys¬ 
tem  and  current  American  practice, 
615;  circuit  as  in  use,  561,  616; 
electric  connections  of  rails,  616; 
cross -suspension,  method  of  over¬ 
head  construction,  616;  cars  and 
motors,  618 ;  trolley  and  trolley- 
wire,  622  ;  arrangement  of  station 
and  car-shed,  622 ;  operation  ex¬ 
penses,  626 

Rowan,  W.  R.,  steam-car  by,  488  ; 
cost  of  steam  and  horse-power  on, 
490,  491 

Rueil-Marly  tramway,  Francq’s  en¬ 
gine,  510 

Rusholme,  Shaw’s  way  at,  252 

Ryde  Pier,  electric  tramway  at,  567 

SALFORD,  Haworth’s  tramway  in, 
14  ;  Corporation  tramways,  con¬ 
struction  of,  on  Kincaid’s  way,  234, 
241  ;  Fade’s  reversible  car  on,  281 
Salmon,  T.  R.,  system  of  tramway  at 
Belfast  harbour  by,  287,  288 
Salto  tramway,  Cockburn-Muir’s  iron 
way  at,  320 

San  Francisco,  system  of  cable  tram¬ 
ways  at,  425,  427 

Santander,  Todd’s  steam  locomotive 
for,  41 1 

Scoria  blocks,  use  of  at  Salford,  242 
Scotland,  Tramway  Acts  relating  to, 
708 

Scott-Moncrieff’s  compressed-air  car, 
522 

Shaw’s  system  of  way,  340  ;  at  Rus¬ 
holme,  252  ;  cost  of,  253 
Sheffield  tramway,  construction  of, 
229  ;  Hughes’s  locomotive  on,  458 
Sheibner,  Mr.,  on  electrical  railways, 

585»  598 


Shelford,  AV,,  Meakins’  way  by,  for 
Southwark  and  Deptford  tramways, 

.135 

Siemens,  Dr.  Werner,  on  electric 
traction,  566  ;  motor  at  Guernsey, 
581  ;  steel  rails  in  Monte  Video 
and  at  Lima,  320  ;  tests  of  the  rails, 
322 

Sleepers,  systems  of :  block  system, 
318  ;  cast-iron  for  crossings,  155  ; 
cast-iron,  246 ;  at  Madras,  254 ; 
description  of  varipus  systems,  340, 
347  ;  crossings  4nd  points,  155  ; 
fastening  to  rails,  mode  of,  156; 
glass,  124  ;  cost  of  timber  and  cast- 
iron  compared,  160 ;  curves,  163; 
City  ancl  Suburban  electric  rail¬ 
way,  585  ;  longitudinal,  merits  of, 

347  ;  timber,  146,  340,  349  ;  trans¬ 
verse,  342  ;  wrought  -  iron,  324, 

348 

Smith  and  Mygind,  locomotive  by,  at 
Copenhagen,  430 

Societe  Metallurgique  et  Charbon- 
niere,  three-cylinder  locomotive  by, 

429 

Southampton  street  tramways,  Wil¬ 
son’s  way  for,  258  ;  cost  of,  260 

South  London  tramway,  capital  and 
working  expenditure  of,  73,  75  ; 
horses  on,  74,  76  ;  account  of  mile¬ 
age  receipt  and  passengers,  74 ; 
repairs  and  renewal  of  cars  and  way, 
77;  reconstniction  of,  135-^139; 
cost  of,  137 

South  Staffordshire  electiic  tramway, 
627  ;  its  system  especially  designed 
by  Mr.  Dickinson,  628  ;  generation 
and  transmission  of  power,  629  ; 
cars  and  motors  employed,  632  ; 
the  trolley  as  used  by  Mr.  Dickin¬ 
son,  634 ;  cost  per  car  mile,  638  ; 
wear  and  tear  of  trolley- wire,  640 

.Southport  tramway,  construction  of, 
201  ;  cost  of,  202 

Southwark  and  Deptford,  Mealdns’ 
way  for,  135 

Spee,  M.,  report  by,  on  Perkins’s  con¬ 
densing  locomotive,  425  ;  on  BMe 
and  Co.’s  Belgian  locomotives,  431 

Spencer,  George,  and  Co.’s  india- 
rubber  springs,  384 

Spontaneous  evaporation,  503 

Sprague  motor,  602 


INDEX. 


Spring,  bearing  of  tram-cars,  365,  370, 
374>  383>  384;  india-rubber,  384, 

385 

Starbuck  Car  Company,  car-wheels 
^  by,  369 

Steam  cars,  historical  sketch,  409 ; 
byelaws  issued  by  Board  of  Trade 
applicable  to,  699  ;  Baldwin’s,  432  ; 
Bede  and  Co.'s,  430 ;  Brown’s,. 
482  ;  Grantham,  418  ;  Perrett’s, 
478;  Ransom’s,  434;  Todd’s,  410; 
Tram’s,  409  :  Rowan’s,  488;  Wil¬ 
kinson’s  condensing  locomotive,  471 
Steam  locomotives  :  on  Lisbon  tram¬ 
way,  313;  historical  sketch,  409; 
calculation  for  steam  power,  492  ; 
at  Alford  and  Sutton,  278  ;  Fal¬ 
con  and  Co.,  466 ;  Geoghegan, 
473  ;  Kitson  and  Co.,  468,  470 ; 
Hughes,  456  ;  Vale  of  Clyde,  456, 
458  ;  Wantage,  458  ;  Southern 
Tramways  of  Paris,  458,  461  ;  Bris¬ 
tol,  462  ;  Lille,  465  ;  Menyweather 
and  Sons,  437  ;  at  Cassel,  312  ; 
Rouen,  444  ;  Dewsbury,  446  ; 
Stoke-on-Trent,  454 ;  Bnrcelona, 
440,  442  ;  Merryweather’s  latest 
design  of  locomotive,  442  ;  Loftus 
Perkins,  423,  426 

Steam-power,  form  of  regulations 
issued  by  Board  of  Trade,  699 
Steam-power?^,  horse-power.  Rowan’s 
comparison  of,  490  ;  methods  of 
calculating  pressure,  502,  503  ;  ex¬ 
amples  for,  505  ;  principle  of  spon¬ 
taneous  evaporation,  503. 

Starbuck  Car  and  Waggon  Company, 
inside  passenger-car  by,  421 
Starting  gear,  design  of,  by  Mr.  Holt, 
402,  404  ;  cost  of,  404 
Steel  V.  iron  rails,  321,  443 
Stephenson,  Gurdon  L.,  on  cost  of 
girder-rail,  138  ;  improvement  of 
Meakins’  system  by,  138 
Stephenson,  John,  original  tram-car 
.  by,  354  ;  design  of  brake  for  tram- 
car,  366 

Step-rail :  in  Philadelphia,  9  ;  New 
York,  10,  II;  Birkenhead,  13; 
failure  of,  in  England,  14 
Sterne,  L.  and  Co.,  indiambber 
spiral  springs  by,  385 
Stockholm  tramway.  Rowan’s  steam- 
car  on,  491 


Stockton-on-Tees  and  District  tram¬ 
ways,  Kincaid’s  way  by  Grover  and 
Newton,  244 

Stoke-on-Trent.  Merryweather’s  loco¬ 
motives  at.  454 

Storage  batteries  for  electric  tram- 
ways,  563 

Straps,  use  of,  in  tramway  construc¬ 
tion,  125 

Strasburg  tramways,  steam- cars  on, 
487 

Stratford,  glass  sleepers  at,  124 

Substructure  of  tramways,  importance 
of,  346  ;  construction  of,  for  cable 
tramways  at  San  Francisco,  528  ; 
Highgate-hill,  532  ;  Edinburgh, 
533,  And  see  N A.YS 

Sunderland  tramways,  Brown’s  loco¬ 
motive  on,  487;  Gowan’s  way  at, 

.  ^33 

Switches,  use  of.  on  electric  tramway, 
563  ;  on  electric  railway,  588 

.Sytenko,  Colonel.  Moscow  tramway 
designed  by.  31 1  ;  on  resistance  of 
tramway,  401 

Tests  of  rails,  Cockbum-Muir’s 
steel  7^.  iron  rail,  321,  323,  327 
Thomson-Houston  system  of  electric 
tramways,  instance  of,  615 
Tie  bars,  use  of,  1 1 1  ;  abandoned  by 
Mr.  Hopkins,  122 

Todd,  L.  J.,  steam  locomotive  by, 
410  ;  hot-water  steam-car  by,  412 
Train,  George  F.,  8,  12  ;  tramway  at 
Birkenhead,  13;  London,  14;  Pot¬ 
teries,  14  ;  steam-cars  by,  409 
Tramways,  particulars  of :  Early  in¬ 
stances,  I  ;  Aberdeen,  97,  99,  226  ; 
America,  5,  329,  730;  Antwerp, 305  ; 
Bahia,  320 ;  Barcelona,  440,  442  ; 
Battersea,  135  ;  Belfast  Harbour, 
287,  288  ;  Belfast,  120;  Berlin,  566  ; 
Bessbrook  and  Newry,  396,  567  ; 
Birkenhead,  13,  204;  Birmingham, 
78,  294,  371,  471,  543,  578  ;  Black¬ 
pool,  100,  378,  379;  Boston  (U.S.), 
8;  Bristol,  78,  231,  _  341,  462; 
Brixton,  553 ;  Broomielaw  Quay, 
280 ;  Brunswick,  295 ;  Brussels, 
305,  423  ;  Bucharest,  279;  Buenos, 
Ayres,  ii,  12,  318,  320,  326,  327:, 
328 ;  City  and  South  London, 


INDEX. 


757 


588  ;  Canada,  146;  Cassel,  312,  443  ;  I 
Chicago,  527 ;  Cincinnati,  409 ; 
Coney  Island,  436;  Constantinople, 
309  ;  Copenhagen,  430  ;  Dewsbury, 
Birstal,  and  Batley,  229,  272  ;  Dub¬ 
lin,  52,  162,  164,  363;  Dublin  and 
Lucan,  480,  482  ;  Dudley  and 
Stourbridge,  471  ;  Dundee,  207, 
330;  Edinburgh,  91,215,  216,  219, 
223,  330,  533.  534»  542 ;  Florence 
and  Fiesole,  598,  600;  Ghent,  305, 
306  ;  Geneva,  304  ;  Glasgow,  86, 
166,  171,  184,  185,  T93,  280,  283, 
341  ;  Greenwich,  545 ;  Guernsey, 
443,  580 ;  Guinness’s  Brewery,  290, 
473  ;  Plamburg,  487 ;  Highgate 
Hill,  532 ;  Horwich  Locomotive 
Works,  292,  476 ;  Hoylake  and 
Birkenhead,  421  ;  Huddersfield, 
26r,  264,  335  ;  Hull,  230;  Ipswich, 
275;  La  Plata,  329;  Lausanne, 
482;  Leeds,  229,  251,  398,  615; 
Leicester,  233,  417  ;  Leipzig,  31 1  ; 
Leytonstone,  125,524:  Lichterfelde, 
598;  Liege,  305;  Lille,  304,46^, 
466  ;  Lima,  321  ;  Lisbon,  313; 
Liverpool,  16,  17,  21,  140,  158,  160, 
340,  605;  London,  14;  London 
Tramways,  22,  48,  50,  60,  no,  113, 
130?  133;  London  Street  Tram¬ 
ways,  21,  22,  67,  68,  69,  71,  72, 
117,119,  134;  Madras,  254  ;  Ma¬ 
drid,  279  ;  Manchester,  133,  15 1, 
246;  Mannheim,  324;  Matlock, 
552  ;  Metropolis,  48,  50,  1 17  ;  Metz, 
324 ;  Modling,  407,  598 ;  Monte 
Video,  320;  Moscow,  31 1,  401; 
Nantes,  521  ;  Neversink  Mountain, 
641;  Newcastle-upon-T}me,  240; 
New  Orleans,  413  ;  New  York,  5, 
6,  7,  10,  354,  415,  416;  North 
London,  53,  269 ;  North  Metro¬ 
politan,  53,  54,  122,  124,  125  ; 

North  Staffordshire,  269,  454 ; 

Nottingham,  255  ;  Oxford,  266  ; 
Paris,  296,  300,  437,  439,  458,  461, 
512,  560;  Philadelphia,  9,  329, 

432,  436;  Portobello,  216,  217; 
Portrush  and  Giants’  Causeway, 
569;  Potteries,  14;  Rueil  Marly, 
510  ;  Rouen,  406,  445  ;  Rusholme, 
252  ;  Ryde  Pier,  567  ;  Salford,  14, 
234,  241,  281;  Salto,  320;  San 
Francisco,  425,;_  Santander,  411 


Sheffield,  229,  458  ;  Societe  Metal- 
lurgique  et  Charbonniere,  439 ; 
Southampton,  258,  260;  South 
London,  73,  135  ;  Southport,  201  ; 
South  Staffordshire,  627 ;  South¬ 
wark  and  Deptford,  135 ;  Stock¬ 
holm,  491  ;  Stockton-on-Tees,  244  ; 
Stoke-on-Trent,  454  ;  Strasburg, 
487;  Stratford  (London),  124; 
Vale  of  Clyde,  168,  195,  261,  458, 
522  ;  Versailles.  302  ;  Vienna,  320, 
408,  422  ;  Wallasey,  25 1  ;  Wan¬ 
tage,  419,  458,  522  ;  Wellington 
(N.Z.),  314,  444;  Wirral,  204; 
Woolwich,  277 

Tresca,  M.,  on  tractional  resistance, 
400 

Triple-rail  system,  15 

Trolleys,  description  of,  as  used  for 
electric  traction,  560,  562,  634 

Trumpeters  on  Buenos  Ayres  tram¬ 
ways,  1 2 

Truswell’s  system  of  way,  272,  274; 
at  Birstal,  272 

Turbines,  use  of,  on  Neversink  Moun¬ 
tain  railroad,  644. 

Turton  and  Busby,  lessees  of  Man¬ 
chester  suburban  tramway,  351 

UNITED  STATES,  tramways 

first  employed  in,  5 ;  electric 
traction  in,  564  ;  length  of  tram¬ 
ways,  730  ;  introduced  into  Europe 
from,  732 

Unwin,  Professor,  on  Connelly  oil 
motor,  653 

VALE  OF  CLYDE  tramways.  Act 
for,  168,  195  ;  construction  of, 
195,  261  ;  length  of,  195  ;  Scott 
Moncrieff’s  compressed-air  car  on, 
522  ;  cost  of  working  it,  523  ; 
Hughes’s  locomotive  on,  458 
Vaucamps,  N.,  on  the  performances 
of  the  Perkins  locomotive,  424 
Versailles  tramways,  constmction  of, 
302 

Vickers,  forged  steel  points  by,  237 
Vienna  tramways,  Cockburn-Muir’s 
way  on,  303  ;  Grantham’s  car  on, 
422  ;  experiment  for  tractional  re¬ 
sistance  on,  408 


758 


INDEX, 


Vignoles’  system  of  way,  341,  342  ; 
Tottenham  and  Stoke,  269  ;  resist¬ 
ance  to  traction  of  Vignoles’  rail  at 
Moscow,  401  ;  modification  of  Vig¬ 
noles’  rail  by  Burn,  330  ;  rail, 
Guernsey  electric  tramway,  582 


WALLASEY,  Barker’s  way  at, 
by  Mr.  Beloe,  251  ;  cost,  251 
Wantage  rail  and  tramway,  Grantham 
car  on,  and  cost  of  working,  419 
— 422  ;  Hughes’s  locomotive  on, 
458  ;  Mekarski’s  compressed-air 
car,  522 

Ways  having  cast-iron  substructure  : 
Aldred  and  Spielmann  system, 
London,  132 ;  Barker’s  system  at 
Manchester,  246  ;  Deacon' s  system, 
Liverpool,  140,  148;  Dugdale’s  sys¬ 
tem  at  Huddersfield,  261,  263 ; 
K-incaid’s,  at  Bristol,  227,  230,  231 ; 
Newcastle,  240 ;  Salford,  241  ; 
Mackison’s  system,  Dundee,  207  ; 
Shaw’s  system  at  Rusholme,  252  ; 
Truswell’s  system  at  Bristol,  272  ; 
Vignole’s  system,  Tottenham  and 
Stoke,  269 ;  Wilson’s  system  at 
Southampton,  258,  259 
.  AVays  having  wrought-iron  substruc¬ 
ture  :  Dowson’s  system,  254  ;  De 
Feral’s  system,  Mannheim  and  Lud- 
wigshafen,  324  ;  Kerr's  system  at 
Ipswich,  275 ;  AVoolwich,  277 ;  Mea- 
kins’  system,  Southwark  and  Batter¬ 
sea,  135  ;  Page’s  system,  London, 
125;  Winby  &  Levick’s  system, 
Nottingham,  255  ;  Newcastle-upon- 
Tyne,  256 

Ways  which  are  rolled  in  one  piece  : 
Brunton’s  system  at  Oxford,  266  ; 
Gowan’s  system  at  Dundee,  133, 
212;  London,  133;  Manchester, 
133;  Sunderland,  133;  Johnstone 
8<:  Rankine’s  system  at  Glasgow, 


167, 187  ;  Macrae’s  system  in  Edin¬ 
burgh,  224 

Ways  having  wood  substructure  : 
Beloe’s  system  at  Southport,  201  ; 
Mackieson’s  system,  Dundee,  207, 

214  ;  Macrae’s  system,  Edinburgh, 

215 

AVellington  (N.Z.)  City  tramway,  314  ; 

Alerryweather’s  engine  for,  443 
AVestinghouse  brake  on  Liverpool 
overhead  railway,  607  ;  modifica¬ 
tion  of,  by  Mr.  Greathead,  for  use 
on  City  and  .Suburban  electric  rail¬ 
way,  592 

AVheels  and  axles  of  tram-cars,  con¬ 
struction  of,  15,  355,  360,  386; 
flangeless,  393,  397;  wear  of  wheels, 
357  ;  of  French  tram-cars,  379  ; 
Eade’s  reversible  car,  381  ;  disc- 
wheels,  389  ;  Handyside  car- wheel, 

389 

AVilkinson’s  locomotive,  471 
AVilson’s  system  of  way,  341  ;  at 
Southampton,  258 

AVinby  and  Levick’s  system  of  way, 
255.  342,  345;  on  tramway  at 
London,  124  ;  Newcastle,  257 ; 
Nottingham,  255 
AA^irral  tramways,  204 
AVood-plank  base  for  longitudinal 
sleepers,  349 ;  at  Islington  and  on 
North  Metropolitan  Tramways,  123 
Wood  substructure  for  tramways. 
See  Ways 

AVoods,  Edward,  improvement  of  the 
Grantham  car  by,  419,  421,  422  ; 
on  resistance  of  tram-cars,  401 
AVoolwich  and  Plumstead  tramway, 
Kerr’s  way  on,  277 

i  Working  expenses  of  tramways  :  see 
I  Cost,  Receipts,  and  Expendi¬ 
ture 

AVright,  A.  AV.,  experiments  on  re¬ 
sistance  of  cars  to  traction,  406 
Wright,  J.  A.,  on  resistance  to  trac¬ 
tion  on  a  dusty  day,  406 


PRINTED  BY  J.  S.  VIRTUE  AND  CO.,  LTD.,  CITY  ROAD,  LONDON. 


ADVER  riSEMENTS. 


1 


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ENCINEERINC  CO.,  LTD., 

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ADVER  TISEMENTS 


111 


IMPORTANT  NEW  WORN 

For  ENGINEERS,  COUNTY  and  BOROUGH  SURVEYORS, 
and  MEMBERS  of  LOCAL  AUTHORITIES. 

A^oza  Ready,  ^20  ^pages,  Super-Royal  Octavo,  Price  25s.  Buckram. 

THE 

WATER  SUPPLY  OF  TOWNS 

AND  THE 

CONSTRUCTION  OF  WATERWORKS. 

A.  PRACTICAL  TREATISE  EOR  THE  USE  OE  ENGINEERS 
AND  STUDENTS  OF  ENGINEERING. 

By  W.  K.  BURTON,  Assoc. Memb. Inst. C.E., 

PROFESSOR  OF  SANITARY  ENGINEERING  IN  THE  I.MPERIAL  UNIVERSITY,  TOKYO,  JAPAN; 
CONSULTING  ENGINEER  TO  THE  TOKYO  WATERWORKS  ; 

ENGINEER  TO  THU  SANITARY  HUREAU,  HOME  DEPARTMENT,  JAPAN. 

TO  WHICH  IS  APPENDED 

A  PAPER  OR  THE  EFFECTS  OF  EARTHQUAKES  ON  WATERWORKS, 

By  Professor  JOHN  MILNE,  F.R.S. 

mimcrBu^  «ntf  otljcr  3rnii^trati0n^. 


SUMMARY  OF  CONTENTS. 

—  V 

Introductory — Different  Qualities  of  Water — Quantity  of  Water  to  be  provided 
— -On  ascertaining  whether  a  proposed  Source  of  Supply  is  sufficient — On 
estimating  the  Storage  Capacity  required  to  be  provided — Classification  of 
Waterworks — Impounding  Reservoirs — Earthwork  Dams — Masonry  Dams — 
The  Purification  of  Water  — Settling  Reservoirs — Sand  Filtration — Purification 
of  Water  by  Action  of  Iron — Softening  of  Water  by  Action  of  Lime — 
Natural  Filtration — Service  or  Clean  Water  Reservoirs — ’Water  Towers — 
Stand  Pipes — The  Connection  of  Settling  Reservoirs,  Filter  Beds  and 
Service  Reservoirs — Plow  of  Water  in  Conduits — Pipes  and  Open  Channels 
— Distribution  Systems — Special  Provisions  for  the  Extinction  of  Fire — 
Pipes  for  Waterworks — Prevention  of  AVaste  of  AVater — Various  Appli¬ 
ances  used  in  Connection  with  Waterworks. 


Appendix. — Considerations  concerning  the  probable  Effects  of  Earthquakes 
on  Waterworks,  and  the  Special  Precautions  to  be  taken  in  Earthquake 
Countries.  By  Professor  John  AIilne,  F.R.S. 


London:  CROSBY  LOCKWOOD  &  SON,  7,  Stationers’  Hall  Court,  E.C. 


IV 


A  OVER  TISEMENTS. 


SIEMENS  BROTHERS  &  CO. 

LIIMIZTEnD, 

Electrical  and  Telegraph  Engineers. 

MANUFACTURERS  OF 

CABLES  and  WIRES  for  TELEGRAPH  and  TELEPHONE 
LINES  and  ELECTRIC  LIGHT. 

TELEGRAPH  &  ELECTRICAL 
IN5TRUMENT5. 

POSTS,  INSULATORS,  BATTERIES. 
2)?namos,  alternators,  fIDotors,  ^Transformers. 

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VOLTMETERS. 

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BELLS  AND  INDICATORS. 

MINE  EXPLODERS,  TORPEDO  APPARATUS,  AND 

SUBMARINE  MINES. 

HEAD  OFFICE: 

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A  D  VER  TISEMENTS. 


V 


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Electrical  and  Telegraph  Engineers. 

CONTRACTORS  FOR 

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Central  Stations  for  Electric  Light 

and  Power. 

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MELBOURNE— 54  Market  Street. 


VI 


AD  VER  TISEMENTS. 


MR.  HUTTON’S  REFERENCE  BOOKS  FOR  ENGINEERS. 


THE  WORKS’  MANAGER’S  HANDBOOK  OF  MODERN  RULES,  TABLES, 
AND  DATA.  For  Engineers,  Millwrights,  and  Boiler  Makers  ;  Tool 
Makers,  Machinists,  and  Metal  Workers  ;  Iron  and  Brass  Founders,  &c. 
By  W.  S.  Hutton,  Civil  and  Mechanical  Engineer,  Author  of  “The  Practi¬ 
cal  Engineer’s  Handbook.’’  Fourth  Edition,  carefully  Revised  and  partly 
Re-written.  InOne  handsome  Volume,  medium  8vo,  price  15s.  strongly  bound. 

“  The  author  treats  every  subject  from  the  point  of  view  of  one  who  has  collected  work¬ 
shop  notes  for  application  in  workshop  practice,  rather  than  from  the  theoretical  or  literary 
aspect.  The  volume  contains  a  great  deal  of  that  kind  of  information  which  is  gained  only 
by  practical  experience,  and  is  seldom  written  in  books.” — Enginee7'. 

“  The  volume  is  an  exceedingly  useful  one,  brimful  with  engineers’  notes,  memoranda, 
and  rules,  and  well  worthy  of  being  on  ever}'-  mechanical  engineer’s  bookshelf.”— 

Mechanical  World. 

THE  PRACTICAL  ENGINEER’S  HANDBOOK,  Comprising  a  Treatise  on 
Modern  Engines  and  Boilers,  Marine,  Locomotive,  and  Stationary.  And 
containing  a  large  collection  of  Rules  and  Practical  Data  relating  to  recent 
Practice  in  Designing  and  Constructing  all  kinds  of  Engines,  Boilers,  and 
other  Engineering  work.  The  whole  constituting  a  comprehensive  Key  to 
the  Board  of  Trade  and  other  Examinations  for  Certificates  of  Competency 
in  Modern  Mechanical  Engineering.  By  Walter  S.  Hutton,  C.E.  With 
upwards  of  370  Illustrations.  Fourth  Edition,  Revised,  with  Additions. 
Medium  8vo,  nearly  500  pp.,  price  i8s.  strongly  bound. 

“We  have  kept  it  at  hand  for  several  weeks,  referring  to  it  as  occasion  arose,  and  we 
have  not  on  a  single  occasion  consulted  its  pages  without  finding  the  information  of  which 
we  were  in  quest.” — A  Ihencenni. 

“  The  author  has  collected  together  a  surprising  quantity  of  rules  and  practical  data, 
and  has  shown  much  judgment  in  the  selections  he  has  made.  .  .  .  There  is  no  doubt 

that  this  book  is  one  of  the  most  useful  of  its  kind  published,  and  will  be  a  very  popular 
compendium.”  — Engineer. 

STEAM  BOILER  CONSTRUCTION.  A  Practical  Handbook  for  Engineers, 
Boiler-Makers,  and  Steam  Users.  Containing  a  large  Collection  of  Rules 
and  Data  relating  to  Recent  Practice  in  the  Design,  Construction,  and  Work¬ 
ing  of  all  Kinds  of  Stationary,  Locomotive,  and  Marine  Steam-Boilers.  By 
Walter  S.  Hutton,  C.E.  With  upwards  of  300  Illustrations.  Second 
Edition,  medium  8vo,  i8s.  cloth. 

“  There  has  long  been  room  for  a  modern  handbook  on  steam  boilers  ;  there  is  not  that 
room  now,  because  Mr.  Hutton  has  filled  it.  It  is  a  thoroughly  practical  book  for  those 
who  are  occupied  in  the  construction,  design,  selection,  or  use  of  boilers.” — Engineer, 

THE  PRACTICAL  MECHANICS’  WORKSHOP  COMPANION.  Comprising 
a  great  variety  of  the  most  useful  Rules  and  Formulae  in  Mechanical  Science, 
with  Numerous  Tables  of  Practical  Data  and  Calculated  Results  for  Facili¬ 
tating  Mechanical  Operations.  By  William  Templeton.  Sixteenth 
Edition,  Revised,  Modernised,  and  considerably  Enlarged  by  Walter  S. 
Hutton,  C.E.  Fcap.  8vo,  nearly  500  pp.,  with  8  Plates  and  upwards  of  250 
Illustrative  Diagrams,  6s.  strongly  bound  for  workshop  or  pocket  wear  and 
tear. 

“  In  its  modernised  form  Hutton’s  ‘  Templeton  ’  should  have  a  wide  sale,  for  it  contains 
much  valuable  information  which  the  mechanic  will  often  find  of  use,  and  not  a  few  tables 
and  notes  which  he  might  look  for  in  vain  in  other  works.  This  modernised  edition  will  be 
appreciated  by  all  who  have  learned  to  value  the  original  editions  of  ‘  Templeton.’  ” — 

English  Mechanic. 

“  It  has  met  with  great  success  in  the  engineering  workshop,  as  we  can  testify  ;  and  there 
are  a  great  many  men  who,  in  a  great  measure,  owe  their  rise  in  life  to  this  little  book.”  — 

Building  News. 


London  :  CROSBY  LOCKWOOD  &  SON,  7,  Stationers’  Hall  Court,  E.C. 


7,  Stationers’  Hall  Court,  London,  E.C. 


CATALOGUE  OF  BOOKS 

INCLUDING  NEW  AND  STANDARD  WORKS  IN 

ENGINEERING:  CIVIL,  MECHANICAL  AND  MARINE; 
ELECTRICITY  AND  ELECTRICAL  ENGINEERING; 
MINING,  METALLURGY;  ARCHITECTURE, 
BUILDING,  INDUSTRIAL  AND  DECORATIVE  ARTS; 
SCIENCE,  TRADE  AND  MANUFACTURES; 
AGRICULTURE,  FARMING,  GARDENING; 
AUCTIONEERING,  VALUING  AND  ESTATE  AGENCY; 

LAW  AND  MISCELLANEOUS. 

PUBLISHED  BY 

CROSBY  LOCKWOOD  &  SON. 


MECHANICAL  ENGINEERING,  etc. 


D.  K.  Clark’s  Pocket-Book  for  Mechanical  Engineers. 

The  Mechanical  Engineer’s  pocket-book  of  Tables, 

FormUL/E,  Rules,  and  Data  ;  A  Handy  Book  of  Reference  for  Daily  Use  in 
Engineering  Practice.  By  D,  Kinnear  Clark,  M.  Inst.  C.E.,  Author  of 
“  Railway  Machinery,”  “  Tramways,”  &c.  Second  Edition,  Revised  and  Enlarged, 
Small  8vo,  700  pages,  9^-.  bound  in  flexible  leather  covers,  with  rounded  corners  and 
gilt  edges. 

'  Summary  of  Contents. 

Mathematical  Tables. — Measurement  of  Surfaces  and  Solids. — English  Weights  and 
Measures. — French  Metric  Weights  and  Measures. — Foreign  Weights  and  Measures. — 
Moneys. — Specific  Gravity.  Weight  and  Volume. — Manufactured  Metals. — Steel  Pipes. — 
Bolts  AND  Nuts.— Sundry  Articles  in  Wrought  and  Cast  Iroj,  Copper,  Brass,  Lead,  Tin, 
Zinc. — Strength  of  Materials. — Strength  of  'Timber. — Strength  of  Cast  Iron. — Strength 
OF  Wrought  Iron. — Strength  of  Steel. — Tensile  Strength  of  Copper,  Lead,  etc. — Resist¬ 
ance  OF  Stones  and  other  Building  Materials.— Rive i  hd  Joints  in  Boiler  Plates. — Boiler 
Shells. — Wire  Ropes  and  Hemp  Kopes. — Chains  and  Chain  Cables. — Framing. — Hardness  of 
Metals,  Alloys  and  Stones. — Labour  of  Animals. — Mechanical  Principles. — Gravity  and  Fall 
OF  Bodies. — Accelerating  and  Retarding  Forces. — Mill  Gearing,  Shafting,  &c. — Transmission 
OF  Motive  Power. —  Heat. — Combustion:  Fuels. — Warming,  Ventilation,  Cooking  Stoves. — 
Steam. — Steam  Engines  and  Boilers. —  Railways. — Tramways. — Steam  Ships. — Pumping  Steam 
Engi.nes  and  Pumps. — Coal  Gas,  Gas  Engines,  &c. — Air  in  Motion.— Compressed  Air. — Hot  Air 
Engines. — Water  Power. — Speed  of  Cutting  Tools. — Colours. — Electrical  Engineering. 

Opinions  of  the  Press. 

“  Mr.  Clark  manifests  what  is  an  innate  perception  of  what  is  likely  to  be  useful  in  a  pocket- 
book,  and  he  is  really  unrivalled  in  the  art  of  condensation.  Verv  frequently  we  find  the  information 
on  a  given  subject  is  supplied  by  giving  a  summary  description  of  an  exp  Timent,  and  a  statement  ot 
the  results  obtained.  There  is  a  very  excellent  steam  table,  occupying  five-and-a-half  pages  ;  and  there 
are  rules  given  for  several  calculations,  which  rules  cannot  be  found  in  otlier  pocket-books,  as,  for 
example,  that  on  page  497,  for  getting  at  the  quantity  of  water  in  the  shape  of  priming  in  any  known 
weight  of  steam.  It  is  very  difficult  to  hit  upon  any  mechanical  engineering  subject  concerning 
which  this  work  supplies  no  information,  and  the  excellent  index  -it  the  end  adds  to  its  utility.  In 
one  word,  it  is  an  exceedingly  handy  and  efficient  tool,  possessed  of  which  the  engineer  will  be 
saved  many  a  wearisome  calculation,  or  yet  more  wearisome  n  nt  through  various  text-books  and 
treatises,  and,  as  such,  we  can  heartily  recommend  it  to  our  readers,  who  must  not  run  away  with 
the  idea  that  Mr.  CUrk’s  Pocket-book  is  only  Moles  worth  in  auot  er  form.  On  the  contrary,  each 
contains  what  is  not  to  be  found  in  the  other;  and  Mr  Clark  rakes  mo  e  room  and  deats  at  more 
length  with  many  subjects  than  Molesworth  possibly  could.’  —The  Engineer. 

“  It  would  be  found  difficult  to  compress  more  matter  within  a  >i  mlar  compass,  or  produce  a  book  of 
650  pages  which  should  be  more  compact  or  convenient  for  puuke<  re  erence.  .  .  .  Will  be  appre¬ 

ciated  by  mechanical  engineers  of  all  classes.” — Pract  cal  Engineer 

”  Just  the  kind  of  work  that  practical  men  r:quire  to  have  near  to  therr,” — English  Mechanic, 


2 


C/^OSBV  LOCKWOOD  6-  SON^S  CATALOGUE. 


MR.  HUTTON’S  PRACTICAL  HANDBOOKS. 


Handbook  for  Works’  Managers. 

The  WORKS’  MANAGER’S  HANDBOOK  OF  MODERN  RULES^ 
Tables,  and  data.  For  Engineers,  Millwrights,  and  Boiler  Makers;  Tool 
Makers,  Machinists,  and  IMetal  Workers  ;  Iron  and  Brass  Founders,  &c.  By 
W.  S.  Hutton,  Civil  and  Mechanical  Engineer,  Author  of  “The  Practical  En¬ 
gineer’s  Handbook.”  Fourth  Edition,  carefully  Revised  and  partly  Re-written.  In 
One  handsome  Volume,  medium  8vo,  price  I5j'.  strongly  bound. 

The  Author  having  compiled  Rules  and  Data  for  his  own  use  in  a  great  variety 
of  modern  ertgineering  zuork,  and  having  fozmd  his  notes  extremely  ustfif  decided  to 
publish  them — revised  to  date- — believing  that  a  practical  zvork,  suited  to  the  DAILY  RE¬ 
QUIREMENTS  OF  MODERN  would  be  favourably  received. 

Ln  the  Fourth  Edition  the  First  Section  has  been  re-zvritten  and  improved  by  the 
addition  of  numerates  Illustrations  and  new  matter  relating  to  Steam  Engines  and 
Gas  Engines.  The  Second  Section  has  been  enlarged  and  Illustrated,  and  throughoict 
the  book  a  great  number  of  emetidatiotis  and  alterations  have  been  ttiade,  with  the  objeeP 
of  rendering  the  book  more  generally  usefid. 

* Opinions  of  the  Press. 

“The  author  treats  every  subject  from  the  point  of  view  of  one  who  has  collected  workshop  notes  for 
application  in  workshop  practice,  rather  tjian  from  the  theoretical  or  literary  aspect.  The  volume  contains 
a  great  deal  of  that  kind  of  information  which  is  gained  only  by  practical  experience,  and  is  seldom  written 
in  \iOoV?,." —EnFneer. 

“  The  volume  is  an  exceedingly  useful  one,  brimful  with  engineers’ notes,  memoranda,  and  rules,  andl 
well  worthv  of  being  on  every  mechanical  engineer’s  bookshelf.” — M echanical  World. 

“  Tlie  information  is  precisely  that  likely  to  be  required  in  piractice.  .  .  .  The  work  forms  a  de¬ 

sirable  addition  to  the  library  not  only  of  the  works’  manager,  but  of  anyone  connected  with  general 
engineering.” — Mining  yournal. 

“  A  formidable  mass  of  facts  and  figures,  readily  accessible  through  an  elaborate  index.  .  .  .  Such 
a  volume  will  be  found  absolutely  necessary  as  a  book  of  reference  in  all  sorts  of  ‘  works  ’  connected  with 
the  metal  trades.” — Ry land's  Irott  Trades  Circular. 

“  Brimful  of  useful  information,  stated  in  a  concise  form,  Mr.  Hutton’s  books  have  met  a  pressing 
want  among  engineers.  The  book  must  prove  extremely  useful  to  every  practical  man  possessing  a 
c  »py.” — Practical  Engineer. 

Hew  Manual  for  Practical  Engineers. 

The  Practical  Engineer’s  Handbook,  Comprising  a 

Treati.se  on  Modern  Engines  and  Boilers,  Marine,  Locomotive,  and  Stationary. 
And  containing  a  large  collection  of  Rules  and  Practical  Data  relating  to  recent 
Practice  in  Designing  and  Constructing  all  kinds  of  Engines,  Boilers,  and  other 
Pingineering  work.  The  whole  constituting  a  comprehensive  Key  to  the  Board  of 
Tiade  and  other  Examinations  for  Certificates  of  Competency  in  Modern  Mechanical 
Pingineering.  By  Walter  S.  Hutton,  Civil  and  Mechanical  Engineer,  Author  of 
“The  Works’  Manager’s  Handbook  for  Engineers,”  &c.  With  upwards  of  370 
Illustrations.  Fourth  Edition,  Revised,  with  Additions.  Medium  8vo,  nearly  50c 
pp.,  price  iSj-.  strongly  bound. 

This  work  is  designed  as  a  companion  to  the  Author's  “  Works’  Manager’s 
Handbook.”  It  possesses  many  new  and  otdginal  features,  and  contains,  like  its  prede¬ 
cessor,  a  quantity  of  matter  not  originally  intended  for  publication,  but  collected  by  the 
Author  for  his  oivn  use  in  the  construction  of  a  great  variety  of  Modern  Engineering 
Work. 

The  information  is  given  in  a  condensed  and  concise  form,  and  is  illustrated  by  up- 
zvards  of  370  Woodcuts ;  and  comprises  a  quantity  of  tabulated  matter  of  great  value  to  all 
engaged  in  designing,  constructing,  or  estimating  for  Engines,  Boilers,  and  other 
Engineering  Work. 

Opinions  of  the  Press. 

“  We  have  kept  it  at  hand  for  several  weeks,  referring  to  it  as  occasion  arose,  and  we  have  not  on  a 
s  ngle  occasion  consulted  its  pages  without  finding  the  information  of  which  we  were  in  quest.*' 

A  thenoeum. 

‘‘  A  thoroughly  good  practical  handbook,  which  no  engineer  can  go  through  without  learning  some¬ 
thing  that  will  be  of  service  to  him.” — Mari-ne  Engineer. 

”  An  excellent  book  of  reference  for  engineers,  and  a  valuable  text-book  for  students  of  engineer¬ 
ing.” — Scotsman. 

“  This  valuable  manual  embodies  the  results  and  experience  of  the  leading  authorities  on  mechanical! 
engineering.” — Btiilding  News. 

‘‘The  author  has  collected  together  a  surprising  quantity  of  rules  and  practical  data,  and  has  shown 
much  judgment  in  the  selections  he  has  made.  .  .  .  There  is  no  doubt  that  this  book  is  one  of  the 
most  useful  of  its  kind  published,  and  will  be  a  very  popular  compendium.” — Enghieer. 

A  mass  of  information,  set  down  in  simple  language,  and  in  such  a  form  that  it  can  be  easily  referred 
to  at  any  time.  The  matter  is  uniformly  good  and  well  chosen,  and  is  greatly  elucidated  by  the 
illustrations.  The  book  will  find  its  way  on  to  most  engineers’  shelves,  where  it  will  rank  as  one  of  the 
most^u^'ernl  books  of  reference.”. — Practical  Engi7ieer. 

”  FuT  of  useful  information,  and  should  be  found  on  the  office  shelf  of  all  practical  engineers.”— 
English  Mechanic. 


MECHANICAL  ENGINEERING, 


MR.  HUTTON’S  PRACTICAL  HANDBOOKS  — continued. 


Practical  Treatise  on  Modern  Steam-Boilers. 

Steam  Boiler  Construction,  a  Practical  Handbook  for 

Engineers,  Boiler-Makers,  and  Steam  Users.  Containing  a  large  Collection  of 
Rules  and  Data  relating  to  Recent  Practice  in  the  Design,  Construction,  and  Work¬ 
ing  of  all  Kinds  of  Stationary,  Locomotive,  and  Marine  Steam-Boilers.  By  Walter 
S.  Hutton,  Civil  and  Mechanical  Engineer,  Author  of  “  The  Works’  Manager’s 
Handbook,”  “  The  Practical  Engineer’s  Handbook,”  &c.  With  upwards  of  300 
Illustrations.  Second  Edition,  medium  8vo,  i8j.  cloth. 

This  Work  fj- in  continuation  of  the  Series  of  Handbooks 'W7-itten  'by 
the  Authof',  viz: — “  The  Works’ Manager’s  Handbook”  and  “The  Practical 
Engineer’s  Handbook,”  which  are  so  highly  app^-eciated  bv  Ejigineers  for  the  practical 
nature  of  their  information  ;  and  is  consequently  written  in  the  same  style  as  those  works. 

The  Author  believes  that  the  concentration,  in  a  convenient  form  for  easy  I'epercJice, 
of  such  a  large  amount  of  thoroughly  practical  information  on  Steam-Boilers,  will  .be  of 
conside7'able  service  to  those  for  rvhom  it  is  intended,  and  he  trusts  the  book  may  be  deemed 
wo7'thy  of  as  favourable  a  reception  as  has  becjt  accorded  to  its  predecessors. 

* Opinions  of  the  Press. 

“Every  detail,  both  in  boiler  design  and  management,  is  clearly  laid  before  the  reader.  The  volume 
shows  that  boiler  construction  has  been  reduced  to  the  condition  of  one  of  the  most  exact  sciences  ;  and 
such  a  book  is  of  the  utmost  value  to  the  pin  de  siecle  Engineer  and  Works’  Manager.” — Marine 
Engineer. 

“ There  has  long  been  room  for  a  modern  handbook  on  steam  boilers;  there  is  not  that  room  now, 
because  Mr.  Hutton  has  filled  it.  It  is  a  thoroughl/  practical  book  for  those  who  are  occupied  in  the 
construction,  design,  selection,  or  use  of  boilers.” — Engineer. 

“  The  book  is  of  so  important  and  comprehensive  a  character  that  it  must  find  its  way  into  the 
libraries  of  every  one  interested  in  boiler  using  or  boiler  manufacture  if  they  wish  to  be  thoroughly  in¬ 
formed.  We  strongly  recommend  the  book  for  the  intrinsic  value  of  its  contents.” — Machinery  Market. 

“The  value  of  this  book  can  hardly  be  over-estimated.  The  author’s  rules,  formulae,  &c.,  are  all 
very  fresh,  and  it  is  impossible  to  turn  to  the  work  and  not  find  what  you  want.  No  practical  engineer 
should  be  without  it.” — Colliery  Guardian. 

Hutton's  “Modernised  Templeton.” 

The  Practical  Mechanics’  Workshop  Companion.  Com¬ 
prising  a  great  variety  of  the  most  useful  Rules  and  Formulae  in  Mechanical 
Science,  with  numerous  Tables  of  Practical  Data  and  Calculated  Results  lor 
Facilitating  Mechanical  Operations.  By  William  Tempi.eton,  Author  of 
“The  Engineer’s  Practical  Assistant,”  &c.  &c.  Sixteenth  Edition,  Revised, 
Modernised,  and  considerably  Enlarged  by  Walter  S.  Hutton,  C.E. ,  Author  of 
“The  Works’  Manager’s  Handbook,”  “The  Practical  Engineer’s  Handbook,” 
&c.  Fcap.  8vo,  nearly  500  pp.,  tvith  8  Plates  and  upwards  of  250  Illustrative 
Diagrams,  6s.  strongly  bound  for  workshop  or  pocket  wear  and  tear. 

Opinions  of  the  Press. 

“In  Its  modernised  form  Hutton’s  ‘  Templeton  ’  should  have  a  wide  sale,  for  it  contains  mucL 
valuable  information  which  the  mechanic  will  often  find  of  use,  and  not  a  few  tables  and  notes  which  he 
might  look  for  in  vain  in  other  works.  This  modernised  edition  will  be  appreciated  by  all  who  have  learned 
to  value  the  original  editions  of  ‘  Templeton.'  ” — English  M echanic. 

“It  has  met  with  great  success  in  the  engineering  work.shop,  as  we  can  testify;  and  there  are  a 
great  many  men  who,  in  a  great  measure,  owe  their  rise  in  life  to  this  little  book.” — Building  Neivs. 

“  This  familiar  text- book — well  known  to  all  mechanics  and  engineers — is  of  essential  service  to  the 
every-day  requirements  of  engineers,  millwrights,  and  the  various  trades  connected  with  engineering 
and  building.  The  new  modernised  edition  is  worth  its  weight  in  gold.” — Building  News.  (becond 
Notice.) 

“  This  well-known  and  largely-used  book  contains  information,  brought  up  to  date,  of  the  sort  .'o 
useful  to  the  foreman  and  draughtsman.  So  much  fresh  information  has  been  introduced  as  to  consn- 
lute  it  piactically  anew  book.  Itwill  be  largely  used  in  the  office  and  workshop.” — Mechanical  IVcrld. 

“  The  publishers  wisely  entrusted  the  task  of  revision  of  this  popular,  valuable,  and  useful  book  10. 
Mr.  Hutton,  than  whom  a  more  competent  man  they  could  not  have  found.” — Iron. 

Templeton's  Engineer's  and  Machinist’s  Assistant. 

THE  ENGINEER’S,  MILLWRIGHT’S,  AND  MACHINIST’S  PRAC¬ 
TICAL  assistant.  a  collection  of  Useful  Tables,  Rules,  and  Data.  By 
William  Templeton.  Seventh  Edition,  with  Additions.  i8mo,  2j'.  6d.  cloth. 

Opinions  of  the  Press.  * 

“  Occupies  a  foremost  place  aniong  books  of  this  kkid.  A  more  suitable  present  to  an  apprentice  t> 
any  of  the  mechanical  trades  could  not  possibly  be  made.” — Building  News. 

“  A  deservedly  popular  work.  It  should  be  in  the  ‘  drawer  ’  of  every  mechanic.  ” — Engl  sh  MetnanU  . 


4 


CROSBY  LOCKWOOD  SON'S  CATALOGUE. 


Foley’s  Office  Reference  Book  for  Mechanical  Engineers, 

The  MECHANICAL  ENGINEER’S  REFERENCE  BOOK,  for  Machine 
and  Boiler  Construction.  In  Two  Parts.  Part  I.  General  Engineering 
Data.  Part  II.  Boiler  Construction.  With  51  Plates  and  numerous  Illus¬ 
trations.  By  Nelson  Foley,  M.I.N.A.  Folio,  jCS  half-bound. 


Summary  of  Contents. 
PART  1. 


Measures. 

Circumferences  and  Areas,  &c.,  Squares, 
Cubes,  Fourth  Powers. 

Square  and  Cube  Roots. 

Surface  of  Tubes. 

Reciprocals. 

Logarithms. 

Mensuration. 

Specific  Gravities  and  Weights. 

Work  and  Power. 

Heat. 

Combustion. 

Expansion  and  Contraction. 

Expansion  of  Gases. 

Steam. 

Static  Forces. 

Gravitation  and  Attraction. 

Motion  and  Computation  of  Resulting 
Forces. 

Accumulatfd  Work. 

With  DIAGRAMS  for  Valve-Gear.  Belting 
Screw  Propellers,  and  Copper  Pipes. 


Centre  and  Radius  of  Gyration. 

Moment  of  Inertia. 

Centre  of  Oscillation. 

Electricity. 

Strength  of  Materials. 

Elasticity. 

Test  Sheets  of  Metals. 

Friction. 

Transmission  of  Power. 

Flow  of  Liquids. 

Flow  of  Gases. 

Air  Pumps,  Surface  Condensers,  &c. 

Speed  of  Steamships. 

Propellers. 

Cutting  Tools. 

Flanges. 

Copper  Sheets  and  Tubes. 

Screws,  Nuts,  Bolt  Heads,  &c. 

Various  Recipes  and  Miscellaneous  Matter. 

AND  Ropes,  Discharge  and  Suction  Pipes, 


PART  II. 


Treating  of.  Power  of  Boilers. 
Useful  Ratios. 

Notes  on  Construction. 
Cylindrical  Boiler  Shells. 
Circular  Furnaces. 

Flat  Plates. 

Stays. 

Girders. 


Screws. 

Hydraulic  Tests. 

Riveting. 

Boiler  Setting,  Chimneys,  and  Mountings. 
Fuels,  &c. 

Examples  of  Boilers  and  Speeds  of  Steam¬ 
ships. 

Nominal  and  Normal  Horse  Power. 


With  DIAGRAMS  for  all  Boiler  Calculations  and  Drawings  of  many  Varieties  of  Boilers. 


***  Opinions  of  the  Press. 

“  This  aopears  to  he  a  work  for  which  there  should  be  a  large  demand  on  the  part  of  mechanical 
•engineers.  It  is  no  easy  matter  to  compile  a  book  of  this  class,  and  the  labour  involved  is  enormous, 
particularly  when — as  the  author  informs  us — the  majority  of  the  tabFs  and  diagrams  have  been 
specially  prepared  for  the  work.  The  diagrams  are  exceptionally  well  executed,  and  generally 
constructed  on  the  method  adopted  in  a  previous  wot k  by  the  same  author.  .  .  The  tables  ate 

very  numerous,  and  deal  with  a  greater  variety  of  subjects  than  will  generally  be  found  in  a  work  of 
tills  kind  ;  they  have  evidently  been  compiled  with  great  care  and  are  unusually  complete.  All  the 
information  given  appears  to  be  well  up  to  date.  ...  It  would  be  quite  impossible  within  the 
limits  at  our  disposal  to  even  enumerate  all  the  subjects  treated;  it  should,  however,  be  mentioned 
that  the  author  does  not  confine  himself  to  a  mere  bald  statement  of  formulas  and  laws,  but  in  very 
many  instances  shows  succinctly  how  these  are  derived.  .  .  .  The  latti-r  part  of  the  book  is 
devoted  to  diagrams  relating  to  Boiler  Construction,  and  to  nineteen  beautifully-executed  plates  of 
working  drawings  of  boilers  and  their  details.  As  samples  of  how  such  drawings  should  be  got  out, 
they  may  be  cordially  recommended  to  the  attention  of  all  young,  and  even  some  elderly,  engineers. 
.  .  .  Altogether  the  book  is  one  which  every  mechanical  engineer  may,  with  advantage  to  himself 

add  to  his  library.” — Industries. 

“  Mr.  Foley  is  well  fi  ted  to  compile  such  a  work.  .  .  .  The  diagrams  are  a  great  feature  of  the 
work.  .  .  .  Regarding  the  whole  work,  it  may  be  very  fairly  stated  that  Mr.  Foley  has  produced  a 
volume  which  will  undoubtedly  fulfil  the  desire  of  the  author  and  become  indispensable  to  all  mechanical 
engineers.”  —  Marine  Engineer. 

“  We  have  carefully  examined  this  work,  and  p'-onounce  it  a  most  excellent  reference  book  for  the 
use  of  marine  engineers.” — Journal  of  American  Society  of  Naval  Engineers. 

“  A  veritable  monument  of  industry  on  the  part  of  Mr.  Foley,  who  has  succeeded  in  producing  what 
is  simply  invaluable  to  the  engineering  profession.” — Steamship. 


Coal  and  Speed  Tables. 

A  Pocket  Book  of  Coal  and  Speed  Tables,  for  Engineers 

and  Steam-users.  By  Nelson  Foley,  Author  of  “The  Mechanical  Engineer’s 

Reference  Book.”  Pocket-size,  3J.  6d.  cloth, 

“  These  tables  are  designed  to  meet  the  requirements  of  every-day  use  ;  they  are  of  sufficient  scope 
for  most  practical  purposes,  and  may  be  commended  to  engineers  and  users  of  steam.” — Iron. 

“  1  his  pocket-book  well  inerits  ihe  attention  of  the  practical  engineer  Mr.  Foley  has  compiled  .a 
very  useiul  set  of  tables,  the  information  contained  in  which  is  frequently  required  by  engineers,  coal 
conmmers,  and  users  of  steam.” — Iron  and  Coal  Trades  Review. 


MECHANICAL  ENGINEERING,  Cfc. 


5 


Steam  Engine. 

Text-Book  on  the  Steam  Engine,  with  a  Supplement  on 

Gas  Engines,  and  Part  II.  on  Heat  Engines.  By  T.  M.  Goodev^e,  M.A., 
Barrister-at-Law,  Professor  of  Mechanics  at  the  Royal  College  of  Science,  London  ; 
Author  of  “The  Principles  of  Mechanics,”  “The  Elements  of  Mechanism,” 
&c.  Twelfth  Edition,  Enlarged.  With  numerous  Illustrations.  Crown  8vo, 
6s.  cloth. 

“  Professor  Goodeve  has  given  us  a  treatise  on  the  steam  engine,  which  will  bear  comparison  with 
anything  written  by  Huxley  or  Maxwell,  and  we  can  award  it  no  higher  praise.” — Engineer. 

‘Mr,  Goodeve’s  text-book  is  a  work  of  which  every  young  engineer  should  possess  himself.” — 
M ining  yournal. 

Gas  Engines. 

On  Gas  Engines,  with  Appendix  describing  a  Recent  Engine  with 

Tube  Igniter.  By  T.  M.  Goodeve,  M.  A.  Crown  8vo,  2s.  6d.  cloth,  [yust published. 

“  Like  all  Mr.  Goodeve’s  writings,  the  present  is  no  exception  in  point  of  general  excellence.  It  is 
a  valuable  little  volume.’’ — Mechanical  IVorld. 

Steam  Engine  Design. 

A  Handbook  on  the  Steam  Engine,  with  especial  Reference 

to  Small  and  Medium-sized  Engines.  For  the  Use  of  Engine  Makers,  Mechanical 
Draughtsmen,  Engineering  Students,  and  Users  of  Steam  Power.  By  Herman 
Harder,  C.E.  English  Edition,  Re-edited  by  the  Author  from  the  Second 
German  Edition,  and  Translated,  with  considerable  Additions  and  Alterations,  by 
H.  H.  P.  PowLES,  A.M.I.C.E.,  M.l.M.E.  With  nearly  i,ioo  Illustrations. 
Crown  8vo,  Qj.  cloth. 

“  A  perfect  encyclopaedia  of  the  steam  engine  and  its  details,  and  one  which  must  take  a  permanent 
place  in  English  drawing-ofhces  and  workshops.” — A  Foreman  Pattern-maker. 

“  This  is  an  excellent  book,  and  should  be  in  the  hands  of  all  who  are  interested  in  the  construction 
and  design  of  medium-sized  stationary  engines.  .  .  .  A  careful  study  of  its  contents  and  the  arrange¬ 

ment  of  the  sections  leads  to  the  conclusion  that  there  is  probably  no  other  book  like  it  in  this  country. 
The  volume  aims  at  showing  the  results  of  practic.il  experience,  and  it  certainly  may  claim  a  complete 
achievement  of  this  idea.” — Nature. 

“there  can  be  no  question  as  to  its  value.  We  cordially  commend  it  to  all  concerned  in  the 
design  and  construction  of  the  steam  engine.” — Mechanical  World. 

Steam  Boilers. 

A  Treatise  on  Steam  Boilers:  Their  Strength,  Construction, 

and  Economical  Working.  By  R.  Wilson,  C.E.  Fifth  Edition.  i2mo,  6j.  cloth. 

“The  best  treatise  that  has  ever  been  published  on  steam  boilers.” — Engineer. 

“  The  author  shows  himself  perfect  master  of  his  subject,  and  we  heartily  recommend  all  employing 
steam  power  to  possess  themselves  of  the  work.” — Ry land's  Iro}t  Trade  Circular. 

Boiler  Chimneys. 

BOILER  AND  FACTORY  CHIMNEYS  :  Their  Draught-Power  and 

Stability.  With  a  Chapter  on  Lightning  Conductors.  By  Robert  Wilson,  A. I. C.E. , 
Author  of  “A  Treatise  on  Steam  Boilers,”  otc.  Second  Edition.  Crown  8vc, 
3^.  6d.  cloth. 

“A  valuable  contribution  to  the  literature  of  scientific  building.’’ — The  Builder. 

Boiler  Making. 

The  Boiler-Maker’s  Ready  Reckoner  and  assistant. 

With  Examples  of  Practical  Geometry  and  Templating,  for  the  Use  of  PUters, 
Smiths,  and  Riveters.  By  John  Courtney,  Edited  by  D.  K.  Clark,  M.I.C.E. 
Third  Edition,  480  pp. ,  with  140  Illustrations.  Fcap.  8vo,  ^s.  half-bound. 

“  No  workman  or  apprentice  should  be  without  this  book.’’ — Iron  Trade  Circular. 

Locomotive  Engine  Development. 

THE  Locomotive  Engine  and  its  development,  a  Popular 

Treatise  on  the  Gradual  Improvements  made  in  Railway  Engines  between 
1803  and  1893.  By  Clement  E.  Stretton,  C.E.,  Author  of  “Safe  Railway 
Working,”  &c.  Second  Edition,  Revised  and  much  Enlarged.  With  95  Illus¬ 
trations.  Crown  8vo,  3^  6d.  cloth.  {Just  published. 

“  Students  of  railway  history  and  all  who  are  interested  in  the  evolution  of  the  modern  locomotive 
will  find  much  to  attract  and  entertain  in  this  volume.”  -  The  Times. 

“  The  author  of  this  work  is  well  known  to  the  railway  world,  and  no  one,  probably,  has  a  better 
knowledge  of  the  history  and  development  of  the  locomotive.  The  volume  before  us  should  be  of 
value  to  ail  connected  with  the  railway  system  of  this  country.” — Nature. 


6 


CROSBY  LOCKWOOD  SON'S  CATALOGUE. 


Fire  Engineering. 

Fires,  Fire-Engines,  and  Fire-Brigades,  with  a  History 

of  Fire-Engines,  their  Construction,  Use,  and  Management  ;  Remarks  on  Fire-Proof 
Buildings,  and  the  Preservation  of  Life  from  Fire  ;  Statistics  of  the  Fire  Appliances 
in  English  Towns  ;  Foreign  Fire  Systems;  Flints  on  Fire-Brigades,  &c.  &c.  By 
Charles  F.  T.  Young,  C.E.  With  numerous  Illustrations,  544  pp.,  demy  8vo, 
£i  4s.  cloth. 

“To  such  of  our  readers  as  are  interested  in  the  subject  of  fires  and  fire  apparatus,  we  can  most 
heartily  commend  this  book.  It  is  really  the  only  English  work  we  now  have  upon  the  subject.” — 
Engineering. 

“  It  displays  much  evidence  of  careful  research,  and  Mr.  Young  has  put  his  facts  neatly  together. 
His  acquaintance  with  the  practical  details  of  the  construction  of  steam  fire  engines,  old  and  new,  and 
the  conditions  with  which  it  is  necessary  they  should  comply,  is  accurate  and  full.” — Engineer. 

Estimating  for  Engineering  Work,  &c. 

Engineering  Estimates,  Costs,  and  accounts:  a  Guide 

to  Commercial  Engineering.  With  numerous  Examples  of  Estimates  and 
Costs  of  Millwright  Work,  Miscellaneous  Productions,  Steam  Engines  and  Steam 
Boilers  ;  and  a  Section  on  the  Preparation  of  Costs  Accounts.  By  A  General 
Manager.  Demy  8vo,  12^.  cloth. 

‘‘This  is  an  excellent  and  very  useful  book,  covering  subject-matter  in  constant  requisition  in 

every  factory  and  workshop . The  book  is  invaluable,  not  only  to  the  young  engineer,  but 

also  to  the  estimate  department  of  every  works  "—Builder. 

“  VVe  accord  the  work  unqualified  praise.  The  information  is  given  in  a  plain,  straightforward 
manner,  and  bears  throughout  evidence  of  the  intimate  practical  acquaintance  of  the  author  with 
every  phrase  of  commercial  engineering.” — Mechanical  World, 

Engineering  Construction. 

Pattern-Making  :  A  Practical  Treatise,  embracing  the  Main  Types 

of  Engineering  Construction  and  including  Gearing,  both  Hand  and  Machine-made, 
Engine  Work,  Sheaves  and  Pulleys,  Pipes  and  Columns,  Screws,  Machine  Parts, 
Pumps  and  Cocks,  the  Moulding  of  Patterns  in  Loam  and  Greensand,  &c.;  together 
with  the  methods  of  Estimating  the  weight  of  Castings  ;  to  which  is  added  an  Appen¬ 
dix  of  Tables  for  Workshop  Reference.  By  A  Foreman  Pattern-Maker. 
Second  Edition,  thoroughly  Revised  and  much  Enlarged.  With  upwards  of  450 
Illustrations.  Crown  8vo,  7^.  6(/.  cloth.  [fust published. 

“  A  w'ell-written  technical  guide,  evidently  written  by  a  man  who  understands  and  has  practised 

what  he  has  written  about . We  cordially  recommend  it  to  engineering  students,  young 

journeymen,  and  others  desirous  of  being  initiated  into  the  mysteries  of  pattern-making.” — Builder. 

“  More  than  370  illustrations  help  to  explain  the  text,  which  is,  however,  always  clear  and  explicit, 
thus  rendering  the  work  an  excellent  vade  niecicm  for  the  apprentice  who  desires  to  become  master  of  his 
t  rade. ” — English  M echanic. 


Dictionary  of  Mechanical  Engineering  Terms. 

LOCKWOOD’S  Dictionary  of  terms  Used  in  the  Practice 

OF  Mechanical  Engineering,  embracing  those  current  in  the  Drawing  Office, 

Pattern  Shop,  Foundry,  Fitting,  Turning,  Smiths’,  and  Boiler  Shops,  &c.  &c. 

Comprising  upwards  of  6,000  Definitions.  Edited  by  A  Foreman  Pattern- 

Maker,  Author  of  “  Pattern  Making.  ”  Second  Edition,  Revised,  with  Additions. 

Crown  Svo,  ^s.  6d.  cloth. 

“Just  the  sort  of  handy  dictionary  required  b}'  the  various  trades  engaged  in  mechanical  engineer¬ 
ing.  The  practical  engineering  pupil  will  find  the  book  of  great  value  in  his  studies,  and  every  foreman 
engineer  and  mechanic  should  have  a  copy.” — BuiliUng  News. 

One  of  the  most  useful  books  which  can  be  presented  to  a  mechanic  or  student.” — English 
Mechanic. 

“  Not  merely  a  dictionary,  but,  to  a  certain  extent,  also  a  most  valuable  guide.  It  strikes  us  as  a 
happy  idea  to  combine  with  a  definition  of  the  phrase  useful  information  on  the  subject  of  which  it 
treats,” — Machinery  Market. 


Mill  Gearing. 

Toothed  Gearing  :  A  Practical  Handbook  for  Offices  and  Work¬ 
shops.  By  A  Foreman  Pattern  Maker,  Author  of  “Pattern  Making.” 
“Lockwood's  Dictionary  of  Mechanical  Engineering  Terms,”  &c.  With  184 
Illustrations.  Crown  8vo,  6s.  cloth.  {Just  published. 


Summary  of  Contents. 


Cha.p.  I.  PRiNCTPLits.  —  II.  Formation  of 
Tooth  Profiles. — III,  Proportions  of  Teeth. 
— IV.  Methods  of  Making  Tooth  Forms. — 
y.  Involute  Teeth. — VI.  Some  Special  Tooth 
I'oRMs.— Vn.  Bevel  Wheels. — VIII.  Screw 
Gears.  —  IX.  Worm  Gears.  —  X.  Helical 


Wheels. — XL  Skew  Revels. — XII.  Variable 
AND  OTHER  Gears. — XIII.  Diametrical  Pitch. 
—  XIV.  The  Odontograph.  —  XV.  Pattern 
Gears. — XVI.  Machine  Moulding  Gears. — 
XVII.  Machine  Cut  Gears. — XVIII.  Propor¬ 
tion  OF  Wheels. 


“Me  m.ust  give  the  book  our  unqualified  praise  for  its  thoroughness  of  treatment  and  we  can 
heartily  recommend  it  to  all  interested  as  the  most  practical  book  on  the  subject  yet  written.”— r 
Mech/i7i2cal  IVorld. 


MECHANICAL  ENGINEERING,  Ct^c. 


Stone-working  Machinery. 

STONE-WORKING  Machinery,  and  the  Rapid  and  Economical 

Conversion  of  Stone.  With  Hints  on  the  Arrangement  and  Management  of  Stone 
M  orks.  By  M.  Powis  Bale,  M.I.M.E.  With  Illustrations.  Crown  8vo,  9^'. 

‘‘The  book  should  be  in  the  hands  of  every  mason  or  student  of  stonework.” — Colliery  Guardian. 
capital  handbook  for  all  who  manipulate  stone  for  buildinv  or  ornamental  purposes.” — • 
Jifack:nery  Market. 


Pump  Construction  and  Management. 

Pumps  and  Pumping  :  a  Handbook  for  Pump  Users.  Being 

Notes  on  Selection,  Construction,  and  Management.  By  M.  Powis  Bale, 
M.I.M.E.,  Author  of  “Woodworking  Machinery,”  “Saw  Mills,”  &c.  Second 
Edition,  Revised.  Crown  8vo,  2s.  6d.  cloth. 

‘‘Phe  matter  is  set  forth  as  concisely  as  possible.  In  fact,  condensation  rather  than  diffuseness 
cias  been  the  author’s  aim  throughout ;  yet  he  does  not  seem  to  have  omitted  anything  likely  to  be  of 
'Use.” — Journal  of  Gas  Lighting. 

”  Tnoroughly  practical  and  simply  and  clearly  written.”— G/asg-oit;  Herald. 


Milling  Machinery,  &c. 


Milling  Machines  and  Processes  :  A  Practical  Treatise 

on  Shaping  Metals  by  Rotary  Cutters.  Including  Information  on  Making  and 
Grinding  the  Cutters.  By  Paul  N.  Hasluck,  Author  of  “Lathe-Work,” 
“  Handybooks  for  Handicrafts,”  &c.  With  upwards  of  300  Engravings,  including 
numerous  Drawings  by  the  Author.  Large  crown  8vo,  352  pages,  12s.  6d.  cloth. 

^  “  A  new  departure  in  engineering  literature.  .  .  .  We  can  recommend  this  work  to  all  interested 

in  milling  machines  ;  it  is  what  it  professes  to  be — a  practical  treatise.” — Kngineer. 

“  A  capital  and  reliable  book  which  will  no  doubt  be  of  considerable  service  both  to  those  who  are 
.already  acquainted  with  the  process  as  well  as  to  ttiose  who  contemplate  its  a.^O'^Gon.."  —Industries. 

Turning. 


LATHE-WORK  :  A  Practical  Treatise  on  the  Tools,  Appliances,  and 
Processes  employed  in  the  Art  of  Turning.  By  PAUL  N.  Hasluck.  Fourth 
Edition,  Revised  and  Enlarged.  Crown  8vo,  5^'.  cloth. 

“  Written  by  a  man  who  knows  not  only  how  work  ought  to  be  done,  but  who  also  knows  how  to  do 
It,  and  how  to  convey  his  knowledge  to  others.  To  all  turners  this  book  would  be  valuable.” — Engineering . 

”  We  can  safely  recommend  the  work  to  young  engineers.  To  the  amateur  it  will  simply  be  invalu¬ 
able.  To  the  student  it  will  convej'  a  great  deal  of  useful  information.” — Engineer. 

Screw-Cutting. 

Screw  Threads:  And  Methods  of  Producing  Them.  With 

numerous  Tables  and  complete  Directions  for  using  Screw-Cutting  loathes.  By 
Paul  N.  Hasluck,  Author  of  “Lathe-Work,”  &c.  With  Seventy-four  Illustra¬ 
tions.  Third  Edition,  Revised  and  Enlarged.  Waistcoat-pocket  size.  i.r.  6d.  cloth. 

”  Full  of  useful  information,  hints  and  practical  criticism.  Taps,  dies,  and  screwing- tools  generally 
.are  illustrated  and  their  action  described.” — Mechanical  lEorld. 

”  It  is  a  complete  compendium  of  all  the  details  of  the  screw-cutting  lathe  ;  in  fact  a  niultuni-itf 
r>a>-vo  on  all  the  subjects  it  treats  upon.” — Carpenter  and  Builder. 

Smith's  Tables  for  Mechanics,  &c. 

Tables,  Memoranda,  and  Calculated  Results,  for  Me¬ 
chanics,  Engineers,  Architects,  Builders,  &c.  Selected  and  Arranged 
by  Francis  Smith.  Fifth  Edition,  thoroughly  Revised  and  Enlarged,  wdth  a  New 
Section  of  Electrical  Tables,  Formula;,  &  Memoranda.  Waistcoat-pocket 
size,  IJ.  6d.  limp  leather. 

”  It  would,  perhaps,  be  as  difficult  to  make  a  small  pocket-book  selection  of  notes  and  formulae  to 
suit  ALL  engineers  as  it  would  be  to  make  a  universal  medicine  ;  but  Mr.  Smith’s  waistcoat-pocket  col¬ 
lection  may  be  looked  upon  as  a  successful  Engineer. 

“The  best  example  we  have  ever  seen  of  270  pages  of  useful  matter  packed  into  the  dimensions  of  a 
card-case.” — Building  Neivs.  “  A  veritable  pocket  treasury  of  knowledge.” — Iron. 


French-English  Glossary  for  Engineers,  &c. 

A  POCKET  Glossary  of  Technical  terms  :  English- 

FRENCH,  French-English  ;  with  Tables  suitablefor  the  Architectural,  Engineer¬ 
ing,  Manufacturing,  and  Nautical  Professions.  By  John  James  Fletcher,  Engineer 
and  Surveyor.  Second  Edition,  Revised  and  Enlarged,  200  pp.  Waistcoat-poeket 
size,  IL  6d.  limp  leather. 

“  It  is  a  very  great  advantage  for  readers  and  correspondents  in  France  and  England  to  have  so 
large  a  number  of  the  words  relating  to  engineering  and  manufacturers  collected  in  a  liliputian  volume. 
The  litt'e  book  will  be  useful  both  to  students  and  travellers.” — Architect. 

“  The  glossary  of  terms  is  very  complete,  and  many  of  the  Tables  are  new  and  well  arranged 
We  cordially  commend  the  book.” — Mechanical  IVorld. 


8 


CROSBY  LOCKVVOOV  o-  SON'S  CATALOGUE. 


Year-Book  of  Engineering  Formulce,  &c. 

The  ENGINEER’S  YEAR-BOOK  FOR  1894.  Comprising  Formulae 

Rules,  'tables,  Data  and  Memoranda  in  Civil,  Mechanical,  Electrical,  Marine  and 
Miae  Engineering.  By  H.  R.  Kempe,  A.M.lnst.C.E.,  M.I.E.E.,  Technical 
Officer  of  the  Engineer-in- Chief’s  Office,  General  Post  Office,  London,  Author  of 
“A  H  indbook  of  Electrical  Testing,  ”  “  The  Electrical  Engineer’s  Pocket-Book,  ”■ 
&c.  With  700  Illustrations,  specially  Engraved  for  the  work.  Crown  8vo,  60O' 
pages,  Sj-.  leather.  [yust  published. 

“Represents  an  enormous  quantity  of  work,  and  forms  a  desirable  book  of  reference,” — The 
Engineer. 

“  The  volume  is  distinctly  in  advance  of  most  similar  publications  in  this  country.” — Engineering.. 
“This  valuable  and  well-designed  book  ot  reference  meets  the  demands  of  all  descriptions  of  engi¬ 
neers.” — Saturday  Reviezv. 

‘‘Teems  with  up-to-date  information  in  every  branch  of  engineering  and  construction.” — Building 
News. 

“  The  needs  of  the  engineering  profession  could  hardly  be  supplied  in  a  more  admirable,  complete- 
and  convenient  form.  To  say  that  it  more  than  sustains  all  comparisons  is  praise  of  the  highest  sort, 
and  that  may  justly  be  said  of  it.” — Mining  Jotir7ial. 

“There  is  certainly  room  for  the  new  comer,  which  supplies  explanations  and  directions,  as  well 
as  formulse  and  tables,  It  deserves  to  become  one  of  the  most  successful  of  the  technical  annuals.” — 
Architect. 

“  Brings  together  with  great  skill  all  the  technical  information  which  an  engineer  has  to  use  day 
by  day.  It  is  in  every  way  admirably  equipped,  and  is  sure  to  prove  successful.” — Scotsman. 

“The  up-to-dateness  of  Mr.  Kempe’s  compilation  is  a  quality  that  will  not  be  lost  on  the  busy 
people  for  whom  the  work  is  intended.’’— Herald. 

Portable  Engines. 

The  Portable  Engine  :  Its  Construction  and  Manage¬ 
ment  :  A  Practical  Manual  for  Owners  and  Users  of  Steam  Engines  generally.  By 
William  Dyson  Wansbrough.  With  90  Illustrations.  Crown  8vo,  3.^.  6d.  cloth. 

“This  is  a  work  of  value  to  those  who  use  steam  machinery.  .  .  .  Should  be  read  by  every  one- 

who  has  a  steam  engine,  on  a  farm  or  elsewhere.” — Mark  Lane  Express. 

“We  cordially  commend  this  work  to  buyers  and  owners  of  steam  engines,  and  to  those  who  have  to 
do  with  their  construction  or  use.” — Timber  Trades  your7ial. 

“Such  a  general  knowledge  of  the  steam-engine  as  Mr.  Wansbrough  furnishes  to  the  reader  should 
be  acquired  by  all  intelligent  owners  and  others  who  use  the  steam  engine.” — Building  Nezvs. 

“  An  excellent  text-book  of  this  useful  form  of  engine.  The  ‘  Hints  to  Purchasers  ’  contain  a  good- 
deal  of  common-sense  and  praciical  wisdo  n.” — English  Mechanic. 

Iron  and  Steel. 

“Iron  and  Steel”  :  A  Work  for  the  Forge,  Foundry,  Factory,. 

and  Office.  Containing  ready,  useful,  and  trustworthy  Information  for  Ironmasters' 
and  their  Stock-takers  ;  Managers  of  Bar,  Rail,  Plate,  and  Sheet  Rolling  Mills  ; 
Iron  and  Metal  Founders  ;  Iron  Ship  and  Bridge  Builders  ;  Mechanical,  Mining, 
and  Consulting  Engineers ;  Architects,  Contractors,  Builders,  and  Professional- 
Draughtsmen.  By  Charles  Hoare,  Author  of  “The  Slide  Rule,”  &c.  Eighth 
Edition,  Revised  throughout  and  considerably  Enlarged.  32mo,  6a  leather. 

“  For  comprehensiveness  the  book  has  not  its  equal.” — Iron. 

“  One  of  the  best  of  the  pocket  books.” — English  Mechanic. 

“  We  cordially  recommend  this  book  to  those  engaged  in  considering  the  details  of  all  kinds  of  iron- 
and  steel  works.” — Naval  Science. 

Elementary  Mechanics. 

Condensed  Mechanics,  a  Selection  of  Formulae,  Rules,  Tables,. 

and  Data  for  the  Use  of  Engineering  Students,  Science  Classes,  &c.  In  accord¬ 
ance  with  the  Requirements  of  the  Science  and  Art  Department.  By  W.  G. 
Crawford  Hughes,  A.M.I.C.E.  Crown  8vo,  2.3.  bd.  cloth. 

“  The  book  is  well  fitted  for  tho.se  who  are  either  confronted  with  practical  problems  in  their  work, 
or  are  preparing  for  examination  and  wish  to  refresh  their  knowledge  by  going  through  their  formulae, 
again.” — Marme  Engineer. 

“  It  is  well  arranged,  and  meets  the  wants  of  those  for  whom  it  is  intended.” — Railway  News. 

Steam. 

The  Safe  Use  of  Steam.  Containing  Rules  for  Unprofessional 

Steam-users.  By  an  Engineer,  Sixth  Edition.  Sewed,  6d. 

“  If  steam-users  would  but  learn  this  little  book  by  heart,  boiler  explosions  would  become  sensations 
by  their  rarity.”— English  MecJiaiiic. 

Warming. 

Heating  by  Hot  Water  ;  with  information  and  Suggestions 

on  the  best  Methods  of  Heating  Public,  Private  and  Horticultural  Buildings.  By 
Walter  Jone.s.  Second  Edition.  With  96  Illustrations,  crown  8vo,  2s.  6d.  net. 

“  We  confidently  recommend  all  interested  in  heating  by  hot  water  to  secure  a  copy  of  this- 
valuable  little  treatise.” — The  Plumber  and  Decorator, 


MECHANICAL  ENGINEERING,  drc. 


THE  POPULAR  WORKS  OF  MICHAEL  REYNOLDS 

(“The  Engine  Driver’s  Friend”). 

Locomotive-Engine  Driving. 

Locomotive-Engine  Driving  :  A  Practical  Manual  for  Engineers. 

in  Charge  of  Locomotive  Engines.  By  Michael  Reynolds,  Member  of  the- 
Society  of  Engineers,  formerly  Locomotive  Inspector,  L.  B,  and  S.  C.  R.  Ninth 
Edition.  Including  a  Key  to  the  Locomotive  Engine.  With  Illustrations  and 
Portrait  of  Author.  Crown  8vo,  4^.  6d.  cloth. 

“  Mr.  Reynolds  has  supplied  a  want,  and  has  supplied  it  well.  We  can  confidently  recommend  the: 
book  not  only  to  the  practical  driver,  but  to  everyone  who  takes  an  interest  in  the  performance  of  loco¬ 
motive  engines.”— Engineer. 

‘‘  Mr.  Reynolds  has  opened  a  new  chapter  in  the  literature  of  the  day.  This  admirable  practical- 
treatise,  of  the  practical  utility  of  which  we  have  to  speak  in  terms  of  warm  commendation,”— A  i/ienteum... 
“  Evidently  the  work  of  one  who  knows  his  subject  thoroughly.” — Railway  Service  Gazette. 

“Were  the  cautions  and  rules  given  in  the  book  to  become  part  of  the  every-day  working  of  oun 
engine-drivers,  we  might  have  fewer  distressing  accidents  to  deplore.” — Scotstna^i. 

Stationary  Engine  Driving. 

Stationary  Engine  Driving:  a  Practical  Manual  for  Engineers. 

in  Charge  of  Stationary  Engines.  By  Michael  Reynolds.  Fifth  Edition^ 
Enlarged.  With  Plates  and  Woodcuts.  Crown  8vo,  4^-.  6d.  cloth. 

‘‘The  author  is  thoroughly  acquainted  with  his  subjects,  and  his  advice  on  the  various  points  treated 

is  clear  and  practical . He  has  produced  a  manual  which  is  an  exceedingly  useful  one  for  the- 

class  for  whom  it  is  specially  intended.”— E7tgiHeering. 

“  Our  author  leaves  no  stone  unturned.  He  is  determined  that  his  readers  shall  not  only  know 
something  about  the  stationary  engine,  but  all  about  it.” — Engineer. 

“  An  engineman  who  has  mastered  the  contents  of  Mr.  Reynolds’s  book  will  require  but  little  actual; 
experience  with  boilers  and  engines  befo  e  he  can  be  trusted  to  look  after  them.” — English  Mechanic. 

The  Engineer,  Fireman,  and  Engine-Boy. 

The  Model  Locomotive  Engineer,  Fireman,  and  Engine- 

Boy.  Comprising  a  Historical  Notice  of  the  Pioneer  Locomotive  Engines  and  theii^ 
Inventors.  By  Michael  Reynolds.  With  numerous  Illustrations,  and  a  fine 
Portrait  of  George  Stephenson.  Crown  8vo,  4^-.  6d.  cloth. 

“  From  the  technical  knowledge  of  the  author,  it  will  appeal  to  the  railway  man  of  to-day  more  forcibly 

than  anything  written  by  Dr.  Smiles . The  volume  contains  information  of  a  technical  kind;,, 

and  facts  that  every  driver  should  be  familiar  with.” — English  Mechanic. 

“  We  should  be  glad  to  see  this  book  in  the  possession  of  everyone  in  the  kingdom  who  has  eve/ 
laid,  or  is  to  lay,  hands  on  a  locomotive  engine.’’ — Iron. 

Continuous  Railivau  Brahes. 

Continuous  Railway  Brakes  :  A  Practical  Treatise  on  the 

several  Systems  in  Use  in  the  United  Kingdom  :  their  Construction  and  Perform¬ 
ance.  With  copious  Illustrations  and  numerous  Tables.  By  Michael  Reynolds^ 
Large  crown  8vo,  gs.  cloth. 

“A  popular  explanation  of  the  different  brakes.  It  will  be  of  great  assistance  in  forming  public 
opinion,  and  will  be  studied  with  benefit  by  those  who  take  an  interest  in  the  brake.” — English  Mechanic.- 
“  Written  with  sufficient  technical  detail  to  enable  the  principal  and  relative  connection  of  the  various 
parts  of  each  particular  brake  to  be  readily  grasped.” — Mechanical  World. 

Engine-Driving  Life. 

Engine-Driving  Life  :  Stirring  Adventures  and  Incidents  in  the 

Lives  of  Locomotive  Engine-Drivers.  By  Michael  Reynolds.  Third  and- 
Cheaper  Edition.  Crown  8vo,  u.  6d.  cloth.  [y^tst publiihed.. 

“  From  first  to  last  perfectly  fascinating.  Wilkie  Collins’s  most  thrilling  conceptions  are  thrown  into- 
the  shade  by  true  incidents,  endless  in  their  variety,  related  in  every  page.” — North.  British  Mail. 

“Anyone  who  wishes  to  get  a  real  insight  into  railway  life  cannot  do  better  than  read  ‘  Engine- 
Driving  Life’  for  himself,  and  if  he  once  takes  it  up  he  will  find  that  the  author’s  enthusiasm  and  real' 
love  of  the  engine-driving  profession  will  carry  him  on  till  he  has  read  every  page.” — Saturday  Review. 

Pocket  Companion  for  Enginemen. 

THE  ENGINEMAN’S  POCKET  COMPANION  and  Practical  Educator 
for  Enginemen,  Boiler  Attendants,  and  Mechanics.  By  Michael  Reynolds. 
With  Forty-five  Illustrations  and  numerous  Diagrams.  Third  Edition,  Revised.. 
Royal  i8mo,  3^-.  od.  strongly  bound  for  pocket  wear. 

“  This  admirable  work  is  well  suited  to  accomplish  its  object,  being  the  honest  workmanship  of  a 
competent  engineer.” — Glasgow  Herald. 

“A  most  meritorious  work,  giving  in  a  succinct  and  practical  form  all  the  Information  an  engine- 
minder  desirous  of  mastering  the  scientific  princ  pies  of  his  daily  calling  would  require.” — The  Miller. 

“A  boon  to  those  who  are  striving  to  become  efficient  mechanics.” — Daily  Chronicle, 


CO 


CROSBY  LOCKWOOD  SON'S  CATALOGUE, 


CIVIL  ENGINEERING,  SURVEYING,  etc. 


MR.  HUMBER'S  VALUABLE  ENGINEERING  BOOKS. 

The  Water-Supply  of  Cities  and  Towns. 

A  Comprehensive  Treatise  on  the  Water-Supply  of 

Cities  and  T owns.  By  William  Humber,  A.-M.  Inst.  C.E,,  and  M.  Inst.  M.E., 
Author  of  “Cast  and  Wrought  Iron  Bridge  Construction,”  &c.  &c.  Illustrated 
with  50  Double  Plates,  i  Single  Plate,  Coloured  Frontispiece,  and  upwards  of 
250  Woodcuts,  and  containing  400  pages  of  Text.  Imp.  4to,  £6  6^.  elegantly 
and  substantially  half-bound  in  morocco. 


List  of  Contents. 


I.  Historical  Sketch  of  some  of  the  means 

THAT  HAVE  BEEN  ADOPTED  FOR  THE  SUPPLY  OF 

\Vater  to  Cities  and  Towns. — II.  Water  and 
THE  Foreign  Matter  usually  associated 
WITH  IT. --III.  Rainfall  and  Evaporation.— 
IV.  Springs  and  the  Water-bearing  Forma¬ 
tions  OF  various  Districts. — V.  Measurement 
and  Estimation  of  the  Flow  of  Water. — 
VI.  On  the  Selection  of  the  Source  of 
Supply. —  VIE  Wells. —  VIII.  Reservoirs. — 
IX.  The  Purification  of  Water. — X.  Pumps. 
—XI.  Pumping  Machinery.— Xil.  Conduits.— 


XIII.  Distribution  of  Water. — XIV.  Meters 
Service  Pipes,  and  House  Fittings. -  XV. 
The  Law  and  Economy  of  Water  Works. — 
XVI.  Constant  and  Intermittent  Supply. — • 
XVH.  Description  of  Plates. — Appendices, 
giving  Tables  of  Rates  of  Supply,  Velo¬ 
cities,  &c.  &c.,  together  with  Specifica¬ 
tions  OF  several  Works  illustrated,  among 

WHICH  WILL  BE  FOUND  :  ABERDEEN,  BiDEFORD, 

Canterbury,  Dundee,  Halifax,  Lambeth, 
Rotherham,  Dublin,  and  others. 


“The  most  systematic  and  valuable  work  upon  water  supply  hitherto  produced  in  English,  or  in  any 
other  language.  .  .  .  Mr.  Humber’s  work  is  characterised  almost  throughout  by  an  exhaustiveness 

much  more  distinctive  of  French  and  German  than  of  English  technical  treatises.” — 

“  We  can  congratulate  Mr.  Humber  on  having  been  able  to  give  so  large  an  amount  of  information  on 
a  subject  so  important  as  the  water  supply  of  cities  and  towns.  The  plates,  fifty  in  number,  are  mostly 
drawings  of  executed  works,  and  alone  would  have  commanded  the  attention  of  every  engineer  whose, 
practice  may  lie  in  this  branch  of  the  profession.” — Builder. 

Cast  and  Wrought  Iron  Bridge  Construction. 

A  Complete  and  Practical  Treatise  on  Cast  and 

VVROUGHT  Iron  Bridge  Construction,  including  Iron  Foundations.  In 
Three  Parts — Theoretical,  Practical,  and  Descriptive.  By  William  Humber, 
A.-M.  Inst.  C.E.,  and  M.  Inst.  M.E.  Third  Edition,  revised  and  much  improved, 
with  1 15  Double  Plates  (20  of  which  now  first  appear  in  this  edition),  and  numerous 
Additions  to  the  Text.  In  2  vols.,  imp.  4to,  £6  i6j'.  6d.  half-bound  in  morocco. 

“  A  very  valuable  contribution  to  the  standard  literature  of  civil  engineering.  In  addition  to  elevations, 
plans,  and  sections,  large  scale  details  are  given,  which  very  much  enhance  the  instructive  worth  of  those 
illustrations.” — Civil  Engineer  and  Architect' s  yournal. 

“  Mr.  Humber’s  stately  volumes,  lately  issued — in  which  the  most  important  bridges  erected  during 
the  last  five  years,  under  the  direction  of  the  late  Mr.  Brunei,  Sir  W.  Cubitt,  Mr.  Hawksbaw,  Mr.  P.oge, 
Mr.  Fowler.  Mr.  Heinans,  and  others  among  our  most  eminent  engineers,  are  drawn  and  specified  in 
great  detail.” — Etig-ineer. 


Strains,  Calculation  of. 

A  Handybook  fortheCalculationofStrainsin  Girders 

AND  SIMILAR  STRUCTURES  AND  THEIR  STRENGTH.  Consisting  of  Formulae 
and  Corresponding  Diagrams,  with  numerous  details  for  Practical  Application,  &c. 
By  William  Humber,  A.-M.  Inst.  C.E. ,  &c.  Fifth  Edition.  Crown  8vo,  with 
nearly  100  Woodcuts  and  3  Plates,  ^s.  6d.  cloth. 

“  The  formulae  are  neatly  expressed,  and  the  diagrams  good.” — Athenepu}n. 

“We  heartily  commend  this  really  handy  book  to  our  engineer  and  architect  readers.” — English 
Mechanic. 


Barlow's  Strength  of  Materials,  Enlarged  by  Humber. 

A  Treatise  on  the  Strength  of  Materials;  with  Rules 

for  application  in  Architecture,  the  Construction  of  Suspension  Bridges,  Railways, 
&c.  By  Peter  Barlow,  F.R.  S.  A  New  Edition,  revised  by  his  Sons,  B.  W. 
Barlow,  F.R.S.,  and  W.  H,  Barlow,  F.R  S.  ;  to  which  are  added,  Experiments 
by  Hodgkinson,  Fairbairn,  and  Kirkaldy  ;  and  Formulae  for  Calculating 
Girders,  &c.  Arranged  and  Edited  by  Wm.  Humber,  A.-M.  Inst.  C.E.  Demy 
Svo,  400  pp.,  with  19  large  Plates  and  numerous  Woodcuts,  i8j.  cloth. 

“Valuable  alike  to  the  student,  tyro,  and  the  experienced  practitioner,  it  will  always  rank  in  future, 
as  it  has  hitherto  done,  as  the  standard  treatise  on  that  particular  subject.” — Engineer. 

“  There  is  no  greater  authority  than  Barlow.” — Building  News. 

“  As  a  scientific  work  of  the  first  class,  it  deserves  a  foremost  place  on  the  bookshelves  of  every- 
civil  engineer  and  practical  mechanic.” — English  Mechanic. 


CIVIL  ENGINEERING,  SURVEYING,  dr-v, 


II 


MR.  HUMBER’S  GREAT  WORK  ON  MODERN  ENGINEERING. 


Complete  in  Four  Volumes,  imperial  4to,  price  £12  I2j.  half-morocco.  Each  volume 

sold  separately  as  follows  : — 


A  Record  of  the  progress  of  Modern  Engineering.  First 

Series.  Comprising  Civil,  Mechanical,  Marine,  Hydraulic,  Railway,  Bridge,  and 
other  Engineering  Works,  &c.  By  William  Humber,  A.-M.  Inst.  C.E.,  &c. 
Imp.  4to,  with  36  Double  Plates,  drawn  to  a  large  scale.  Photographic  Portrait  of 
John  Hawkshaw,  C.E.,  F.R.S.,  &c.,  and  copious  descriptive  Letterpress,  Specifica¬ 
tions,  &c.,  ^3  31-.  half-morocco. 

List  of  the  Plates  and  Diagrams. 


Victoria  Station  and  Roof,  L.  B.  &  S.  C.  R. 
<8  plates):  Southport  Pier  (2  plates);  Vic¬ 
toria  Station  and  Roof,  L.  C.  &  D.  and 
G.  W.  R.  (6  plates)  ;  Roof  of  Cremorne  Music 
Hall;  Bridge  over  G.  N.  Railway;  Roof  of 
Station,  Dutch  Rhenish  Rail  (2  plates); 


Bridge  over  the  Thames,  West  London  Ex¬ 
tension  Railway  (5  plates)  ;  Armour  Plates  : 
Suspension  Bridge,  Thames  (4  plates);  The 
Allen  Engine;  Suspension  Bridge,  Avon 
(3  plates)  ;  Underground  Railway  (3  plates). 


“  Handsomely  lithographed  and  printed.  It  will  find  favour  with  many  who  desire  to  preserve  in  a 
permanent  form  copies  of  the  plans  and  specifications  prepared  for  the  guidance  of  the  contractors  for 
many  important  engineering  works.” — Enguieer. 


Humber’S  Progress  of  modern  Engineering.  Second  Series. 

Imp.  4to,  with  36  Double  Plates,  Photographic  Portrait  of  Robert  Stephenson, 
C.E.,  M.P.,  F.R.S.,  &c.,  and  copious  descriptive  Letterpress,  Specifications,  &c., 
^3  3T.  half-morocco. 

List  of  the  Plates  and  Diagrams. 


Birkenhead  Docks,  Low  Water  Basin  (15 
plates)  ;  Charing  Cross  Station  Roof,  C.  C. 
Railway  (3  plates)  ;  DigswellViaduct,  Great 
Northern  Railw’Ay;  Robbery  Wood  Viaduct, 
Great  Northern  Railway;  Iron  Permanent 
Way;  Clydach  Viaduct  ;  Merthyr, Tredegar, 
AND  Abergavenny  Railway;  Ebbw  Viaduct, 


Merthyr,  Tredegar,  and  Abergavenny  Rail¬ 
way  ;  College  Wood  Viaduct,  Cornwall 
Railway  ;  Dublin  Winter  Palace  Roof  (3 
plates)  ;  Bridge  over  the  Thames,  L.  C. 
and  D.  Railway  (6  plates)  ;  Albert  Harbour, 
Greenock  (4  plates). 


“  Mr.  Humber  has  done  the  profession  good  and  true  service,  by  the  fine  collection  of  examples  he  has 
here  brought  before  the  profession  and  the  public.” — Practical  M echanic' s  loarjial. 


HUMBER’S  PROGRESS  OF  MODERN  ENGINEERING.  Third  Series. 
Imp.  4to,  with  40  Double  Plates,  Photographic  Portrait  of  J.  R.  M ‘Clean,  late 
Pres.  Inst.  C.E.,  and  copious  descriptive  Letterpress,  Specifications,  &c.,  £l  3^. 
half-morocco. 

List  of  the  Plates  and  Diagrams. 


Main  Drainage,  Metropolis. — North  Side. —  | 
Map  showing  Interception  of  Sewers; 
Middle  Level  Sewer  (2  plates);  Outfall  j 
Sewer,  Bridge  over  River  Lea  (3  plates);  1 
Outfall  Sewer.  Bridge  over  Marsh  Lane, 
North  Woolwich  Railway,  and  Bow  and 
Barking  Railway  Junction  ;  Outfall  Sewer, 
Bridge  over  Bow  and  Barking  Railway 
<3  plates)  ;  Outfall  Sewer,  Bridge  over 
East  LondonWaterworks’  Feeder  (2  plates)  ; 
Outfall  Sewer  Reservoir  (2  plates)  ;  Out¬ 
fall  Sewer,  Tumbling  Bay  and  Outlet  ; 
Outfall  Sewer,  Penstocks.  Sotith  Side.— 
Outfall  Sewer,  Bermondsey  Branch  (2 


plates)  ;  Outfall  Sewer,  Reservoir  and 
Outlet  (4  plates)  ;  Outfall  Sewer,  Filth 
Hoist;  Sections  of  Sewers  (North  and 
South  Sides). 

Thames  Embankment. — Section  of  River 
Wall;  Steamboat  Pier,  Westminster  (2 
plates)  ;  Landing  Stairs  between  Charing 
Cross  and  Waterloo  Bridges;  York  Gate 
I  (2  plates);  Overflow  and  Outlet  at  Savoy 
I  Street  Sewer  (3  plates)  ;  Steamboat  Pier, 

I  Waterloo  Bridge  (3  plates);  Junction  of 
\  Sewers,  Plans  and  Sections;  Gullies, 
j  Plans,  and  Sections;  Rolling  Stock  j 
I  Granite  and  Iron  Forts. 


”  The  drawings  have  a  constantly  increasing  value,  and  whoever  desires  to  possess  clear  representa¬ 
tions  of  the  two  great  works  carried  out  by  our  Metropolitan  Board  will  obtain  Mr.  Humber’s 
volume.” — Erigineer. 


Humber’S  Progress  of  modern  Engineering.  Fourth  Series. 

Imp.  4to,  with  36  Double  Plates,  Photographic  Portrait  of  John  Fowler,  late  Pres. 
Inst.  C.E.,  and  copious  descriptive  Letterpress,  Specifications,  &c.,  £'}y  3^.  half¬ 
morocco. 

List  of  the  Plates  and  Diagrams. 


Abbey  Mills  Pumping  Station,  Main  Drain¬ 
age,  Metropolis  (4  plates)  ;  Barrow  Docks 
(5  PLATES);  Manquis  Viaduct,  Santiago  and 
Valparaiso  Railway  (2  plates)  ;  Adam’s  Lo¬ 
comotive,  St.  Helen’s  Canal  Railway  (2 
plates);  Cannon  Street  Station  Roof, 
Charing  Cross  Railway  (3  plates);  Road 
Bridge  over  the  River  Moka  (2  plates); 
Telegraphic  Apparatus  for  Mesopotamia  ; 


Viaduct  over  the  River  Wye,  Midland  Rail¬ 
way  (3  plates)  ;  St.  Germans  Viaduct,  Corn¬ 
wall  Railway  (2  plates);  Wrought-Iron 
Cylinder  for  Diving  Bell  ;  Millwall  Docks 
(6  plates);  Milroy’s  Patent  Lxcavator; 
Metropolitan  District  Railway  (6  plates)  ; 
Harbours,  Ports,  and  Breakwaters  (3 
plates). 


“We  gladly  welcome  another  year’s  issue  of  this  valuable  publication  from  the  able  pen  of  Mr.  Hum¬ 
ber.  The  accuracy  and  general  excellence  of  this  work  are  well  known,  while  its  usefulness  in  giving 
the  measurements  and  details  of  some  of  the  latest  examples  of  engineering,  as  carried  out  by  the  most 
eminent  men  in  the  profession,  cannot  be  too  highly  prized.” — Artizan. 


12 


CR OSB  V  LO CKVVO OD  ^  SONB  CATALO GUE. 


Statics,  Graphic  and  Analytic. 

Graphic  and  Analytic  statics,  in  their  Practical  Application 

to  the  Treatment  of  Stresses  in  Roofs,  Solid  Girders,  Lattice,  Bowstring,  and 
Suspension  Bridges,  Braced  Iron  Arches  and  Piers,  and  other  Frameworks.  By 
R.  Hudson  Graham,  C.E.  Containing  Diagrams  and  Plates  to  Scale.  With 
numerous  Examples,  many  taken  from  existing  Structures.  Specially  arranged 
for  Class- work  in  Colleges  and  Universities.  Second  Edition,  Revised  and  En¬ 
larged.  8 VO,  i6j.  cloth. 

“  Mr.  Graham’s  book  will  find  a  place  wherever  graphic  and  analytic  statics  are  used  or  studied.” — 
Engineer. 

“The  work  is  excellent  from  a  practical  point  of  view,  and  has  evidently  been  prepared  with  much 
care.  The  directions  for  working  are  ample,  and  are  illustrated  by  an  abundance  of  well-selected 
examples.  It  is  an  excellent  text-book  for  the  practical  draughtsman.” — Athenceiim. 

Practical  Mathematics. 

Mathematics  for  Practical  Men  :  Being  a  Common-place 

Book  of  Pure  and  Mixed  Mathematics.  Designed  chiefly  for  the  Use  of  Civil 
Engineers,  Architects  and  Surveyors.  By  Olinthus  Gregory,  LL.D.,  F.R.A.S.,, 
Enlarged  by  Henry  Law,  C.E.  Fourth  Ed.,  carefully  revised  by  J.  R.  Young,. 
formerly  Professor  of  Mathematics,  Belfast  College.  With  13  Plates,  8vo,  is.  cloth.. 

‘ ‘  The  engineer  or  architect  will  here  find  ready  to  his  hand  rules  for  solving  nearly  every  mathematical 
difficulty  that  may  arise  in  his  practice.  The  rules  are  in  all  cases  explained  by  means  of  examples,  in> 
which  every  step  of  the  process  is  clearly  worked  out.” — Bnilder. 

“  One  of  the  most  serviceable  books  for  practical  mechanics.  .  .  .  It  is  an  instructive  book  for  the 

student,  and  a  Text-book  for  him  who,  having  once  mastered  the  subjects  it  treats  of,  needs  occasionally 
to  refresh  his  memory  upon  them.” — Building  News. 

Hydraulic  Tables. 

Hydraulic  T ables,  Co-Efficients,  and  formuL/C  for  Finding 

the  Discharge  of  Water  from  Orifices,  Notches,  Weirs,  Pipes,  and  Rivers.  With 
New  Formulas,  Tables,  and  General  Information  on  Rain-fall,  Catchment-Basins, 
Drainage,  Sewerage,  Water  Supply  for  Towns  and  Mill  Power.  By  John  Neville,, 
Civil  Engineer,  M.R.I.A.  Third  Edition,  carefully  revised,  with  considerable 
Additions.  Numerous  Illustrations.  Crown  8vo,  14^'.  cloth. 

“Alike  valuable  to  students  and  engineers  in  practice;  its  study  will  prevent  the  annoyance  o? 
avoidable  failures,  and  assist  them  to  select  the  readiest  me.ans  of  successfully  carrying  out  any  given 
work  connected  with  hydraulic  engineering.” — Mining  yonrnal. 

“It  is,  of  all  English  books  on  the  subject,  the  one  nearest  to  completeness  ....  From  the 
good  arrangement  of  the  matter,  the  clear  explanations  and  abundance  of  formulae,  the  carefully 
calculated  tables,  and,  above  all,  the  thorough  acquaintance  with  both  theory  and  construction,  which  is- 
displayed  from  first  to  last,  the  book  will  be  found  to  be  an  acquisition.” — Architect. 

Hydraulics. 

Hydraulic  Manual.  Consistingof  Working  Tables  and  Explana¬ 
tory  Text.  Intended  as  a  Guide  in  Hydraulic  Calculations  and  Field  Operations. 
By  Lowis  D’A.  Jackson,  Author  of  “Aid  to  Survey  Practice,”  “Modern. 
Metrology,”  &c.  Fourth  Edition,  Enlarged.  Large  crown  8vo,  i6s.  cloth. 

“  The  author  has  had  a  wide  experience  in  hydraulic  engineering  and  has  been  a  careful  observer  of 
the  facts  which  have  come  under  his  notice,  and  from  the  great  mass  of  material  at  his  command  he  has- 
constructed  a  manual  which  may  be  accepted  as  a  trustworthy  guide  to  this  branch  of  the  engineer’s  pro¬ 
fession.  We  can  heartily  recommend  this  volume  to  all  who  desire  to  be  acquainted  with  the  latest 
development  of  this  important  subject.” — Engineering . 

“  The  standard  work  in  this  department  of  mechanics.” — Scotsman. 

“The  most  useful  feature  of  this  work  is  its  freedom  from  what  is  superannuated,  and  its  thorough 
adoption  of  recent  experiments ;  the  text  is  in  fact  in  great  part  a  short  account  of  the  great  modern 
experiments.” — Nature.  ' 

Drainage. 

On  the  Drainage  of  Lands,  Towns,  and  Buildings.  By 

G.  D.  Dempsey,  C.E.,  Author  of  “The  Practical  Railway  Engineer,”  &c. 
Revised,  with  large  Additions  on  Recent  Practice  in  Drainage  Engineering,. 
by  D.  Kinnear  Clark,  M.Inst.  C.E.,  Author  of  “Tramways:  their  Construc¬ 
tion  and  Working,”  “  A  Manual  of  Rules,  Tables,  and  Data  for  Mechanical 
Engineers,”  &c.  Second  Edition,  Corrected.  Fcap.  8vo,  5^-.  cloth. 

“The  new  matter  added  to  Mr.  Dempsey’s  excellent  work  is  characterised  by  the  comprehensive- 
grasp  and  accuracy  of  detail  for  which  the  name  of  Mr.  D.  K.  Clark  is  a  sufficient  voucher.” — 
Athencetim. 

“  As  a  work  on  recent  practice  in  drainage  engineering,  the  book  is  to  be  commended  to  all  who  are 
making  that  branch  of  engineering  science  their  special  study.” — Iron. 

“A  comprehensive  manual  on  drainage  engineering,  and  a  useful  introduction  to  the  student.”— - 
Building  News. 


CIF/L  ENGINEERING,  SURVEYING,  6-^. 


13 


Water  Storage,  Conueyance,  and  Utilisation. 

Water  Engineering:  a  Practical  Treatise  on  the  Measure¬ 
ment,  Storage,  Conveyance,  and  Utilisation  of  Water  for  the  Supply  of  Towns, 
for  Mill  Power,  and  for  other  Purposes.  By  Charles  Slagg,  Water  and  Drainage 
Engineer,  A.-M.Inst.C.E.,  Author  of  “Sanitary  Work  in  the  Smaller  Towns,  and 
in  Villages,”  &c.  With  numerous  Illustrations.  Crown  8vo,  ^s.  6d.  cloth. 

As  a  small  practical  treatise  on  the  water  supply  of  towns,  and  on  some  applications  of  water¬ 
power,  the  work  is  in  many  respects  excellent.” — Engineering, 

‘‘The  author  has  collated  the  results  deduced  from  the  experiments  of  the  most  eminent 
authorities,  and  has  presented  them  in  a  compact  and  practical  form,  accompanied  by  very  clear 
and  detailed  explanations.  .  .  .  The  application  of  water  as  a  motive  power  is  treated  very  carefully 
and  exhaustively.” — Builder. 

‘‘  For  anyone  who  desires  to  begin  the  study  of  hydraulics  with  a  consideration  of  the  practical 
applications  of  the  science  there  is  no  better  guide.’’ — Architect. 

Siuer  Engineering. 

River  Bars  ;  The  Causes  of  their  Formation,  and  their  Treatment 

by  “Induced  Tidal  Scour;”  with  a  Description  of  the  Successful  Reduction  by 
this  Method  of  the  Bar  at  Dublin.  By  I,  J.  Mann,  Assist.  Eng.  to  the  Dublin 
Port  and  Docks  Board.  Royal  8vo,  ^js.  6d,  cloth. 

y  We  recommend  all  interested  in  harbour  works — and,  indeed,  those  concerned  in  the  improvements 
vsf  rivers  generally — to  read  Mr.  Mann’s  interesting  work  on  the  treatment  of  river  hz.xs.’'— Engineer. 

Trusses. 

Trusses  OF  Wood  and  Iron.  Practical  Applications  of  Science 

in  Determining  the  Stresses,  Breaking  Weights,  Safe  Loads,  Scantlings,  and 
Details  of  Construction.  With  Complete  Working  Drawings.  By  William 
Griffiths,  Surveyor,  Assistant  Master,  Tranmere  School  of  Science  and  Art. 
Oblong  8vo,  45-.  6d.  cloth. 

‘  ‘  This  handy  little  book  enters  so  minutely  into  every  detail  connected  with  the  construction  of  roof 
■trusses  that  no  student  need  be  ignorant  of  these  matters.” — Practical  Engineer, 

Railway  Working. 

Safe  Railway  Working  :  A  Treatise  on  Railway  Accidents, 

their  Cause  and  Prevention  ;  with  a  Description  of  Modern  Appliances  and 
Systems.  By  Clement  E.  Stretton,  C.E.,  Vice-President  and  Consulting 
Engineer,  Amalgamated  Society  of  Railway  Servants.  With  Illustrations  and 
Coloured  Plates.  Third  Edition,  Enlarged.  Crown  8vo,  3^.  6d.  cloth. 

“  A  book  for  the  engineer,  the  directors,  the  managers  ;  and,  In  short,  all  who  wish  for  information 
on  railway  matters  will  find  a  perfect  encycloptedia  in  ‘  Safe  Railway  Working.’  ” — Railzvay  Review. 

“We  commend  the  remarks  on  railway  signalling  to  all  railway  managers,  especially  where  a  uniforn. 
code  and  practice  is  advocated.” — Herepathi s  Railway  Jom'nal. 

“The  author  may  be  congratulated  on  having  collected,  in  a  very  convenient  form,  much  valuable 
anformation  on  the  principal  questions  affecting  the  safe  working  of  railways.” — Railzvay  Engineer. 

Oblique  Bridges, 

■'  A  PRACTICAL  AND  THEORETICAL  ESSAY  ON  OBLIQUE  BRIDGES. 

With  13  large  Plates.  By  the  late  George  Watson  Buck,  M.I.C.E.  Third 
Edition,  revised  by  his  Son,  J.  H.  Watson  Buck,  M.I.C.E.  ;  and  with  the 
addition  of  Description  to  Diagrams  for  Facilitating  the  Construction  of  Oblique 
Bridges,  by  W.  H.  Barlow,  M.I.C.E.  Royal  8vo,  12^.  cloth. 

“The  standard  text-book  for  all  engineers  regarding  skew  arches  is  Mr.  Buck’s  treatise,  and  it  would' 
'be  impossible  to  consult  a  better.” — Engineer. 

“  Mr.  Buck’s  treatise  is  recognised  as  a  standard  text-book,  and  his  treatment  has  divested  the  subject 
■of  many  of  the  intricacies  supposed  to  belong  to  it.  As  a  guide  to  the  engineer  and  architect,  on  a 
confessedly  difficult  subject,  Mr.  Buck’s  work  is  unsurpassed.” — Building  Nezvs. 

Tunnel  Shafts. 

THE  Construction  of  Large  Tunnel  Shafts  :  A  Prac¬ 
tical  and  Theoretical  Essay.  By  J.  H.  Watson  Buck,  M.  Inst.  C.E.,  Resident 
Engineer,  London  and  North-Western  Railway.  Illustrated  with  Folding  Plates, 
royal  8vo,  12s.  cloth. 

“  Many  of  the  methods  given  are  of  e.xtreme  practical  value  to  the  mason,  and  the  observations  ( n 
the  form  of  arch,  the  rules  for  ordering  the  stone,  and  the  construction  of  the  templates,  will  be  found  o. 
considerable  use.  We  commend  the  book  to  the  engineering  profession.” — Building  News. 

“  Will  be  regarded  by  civil  engineers  as  of  the  utmost  value,  and  calculated  to  save  much  time  and 
obviate  many  mistakes.” — Collierv  Guardian. 


14 


CROSBY  LOCKWOOD  SON’S  CATALOGUE, 


Student’s  Text-Book  on  Surveying. 

Practical  Surveying  :  A  Text-Book  for  Students  preparing  for 

Examinations  or  for  Survey- work  in  the  Colonies.  By  George  W.  Usill, 
A.M.I.C.E.,  Author  of  “The  Statistics  of  the  Water  Supply  of  Great  Britain.” 
With  4  Lithographic  Plates  and  upwards  of  330  Illustrations.  Third  Edition, 
Revised  and  Enlarged.  Including  Tables  of  Natural  Sines,  Tangents,  Secants, 
&c.  Crown  8vo,  'js.  6d.  cloth  ;  or,  on  Thin  Paper,  bound  in  limp  leather,  gilt 
edges,  rounded  corners,  for  pocket  use,  price  12s.  6(/. 

“The  best  forms, of  instruments  are  described  as  to  their  construction,  uses  and  modes  of 
employment,  and  there  are  innumerable  hints  on  work  and  equipment  such  as  the  author,  in  his 
experience  as  surveyor,  draughtsman  and  teacher,  has  found  necessary,  and  which  the  student  in 
his  inexperience  will  find  most  serviceable.” — Engineer. 

“The  latest  treatise  in  the  English  language  on  surveying,  and  we  have  no  hesitation  in  saying 
that  the  student  will  find  it  a  better  guide  than  any  of  its  predecessors.  .  .  .  Deserves  to  be  recog¬ 
nised  as  the  first  book  which  should  be  put  in  the  hands  of  a  pupil  of  Civil  Engineering,  and  every 
gentleman  of  education  who  sets  out  for  the  Colonies  would  find  it  well  to  have  a  copy.’' — 
Architect, 

Survey  Practice. 

Aid  to  Survey  Practice  :  for  Reference  in  Surveying,  Level¬ 
ling,  and  Setting-out  ;  and  in  Route  Surveys  of  Travellers  by  Land  and  Sea.  With 
Tables,  Illustrations,  and  Records.  By  Lowis  D’A.  Jackson,  A.M.I.C.E., 
Author  of  “Hydraulic  Manual,”  “Modern  Metrology,”  &c.  Second  Edition, 
Enlarged.  Large  crown  8vo,  12s.  6d.  cloth. 

“Mr.  Jackson  has  produced  a  valuable  vade-mecum  for  the  surveyor.  We  can  recommend  this  book 
as  containing  an  admirable  supplement  to  the  teaching  of  the  accomplished  surveyor.” — Athenceum. 

“  As  a  text-book  we  should  advise  all  surveyors  to  place  it  in  their  libraries,  and  study  well  the 
matured  instructions  afforded  in  its  pages.” — Colliery  Guardian. 

“  The  author  brings  to  his  work  a  fortunate  union  of  theory  and  practical  experience  which,  aided  by 
a  clear  and  lucid  style  of  writing,  renders  the  book  a  verj'^  useful  one.” — Builder. 

Surveying,  Land  and  Marine. 

Land  and  Marine  Surveying,  in  Reference  to  the  Preparation 

of  Plans  for  Roads  and  Railways  ;  Canals,  Rivers,  Towns’  Water  Supplies  j 
Docks  and  Harbours.  With  Description  and  Use  of  Surveying  Instruments.  By 
W.  Davis  Haskoll,  C.E.,  Author  of  “Bridge  and  Viaduct  Construction,”  &c. 
Second  Edition,  Revised,  with  Additions.  Large  crown  8vo,  pj-.  cloth. 

“  This  book  must  prove  of  great  value  to  the  student.  We  have  no  hesitation  in  recommending  it, 
feeling  assured  that  it  will  more  than  repay  a  careful  study.” — Mechanical  World. 

“A  most  useful  and  well  ai  ranged  book  for  the  aid  of  a  student.  We  can  strongly  recommend  it  as 
a  carefully-written  and  valuable  text-book.  It  enjoys  a  well-deserved  repute  among  surveyors.”— .5 

“This  volume  cannot  fail  to  prove  of  the  utmost  practical  utility.  It  may  be  safely  recommended  to 
all  students  who  aspire  to  become  clean  and  expert  surveyors.” — Mining  Journal. 

Field-Book  for  Engineers. 

The  ENGINEER’S,  MINING  SURVEYOR’S,  AND  CONTRACTOR’S 

FlELD-Book.  Consisting  of  a  Series  of  Tables,  with  Rules,  Explanations  of 
Systems,  and  use  of  Theodolite  for  Traverse  Surveying  and  Plotting  the  Work  with 
minute  accuracy  by  means  of  Straight  Edge  and  Set  Square  only  ;  Levelling  with 
the  Theodolite,  Casting-out  and  Reducing  Levels  to  Datum,  and  Plotting  Sections 
in  the  ordinary  manner  ;  Setting-out  Curves  with  the  Theodolite  by  Tangential 
Angles  and  Multiples  with  Right  and  Left-hand  Readings  of  the  Instrument ;  Setting- 
out  Curves  without  Theodolite  on  the  System  of  Tangential  Angles  by  Sets  of  Tan¬ 
gents  and  Offsets;  and  Earthwork  Tables  to  80  feet  deep,  calculated  for  every  6 
inches  in  depth.  By  W.  Davis  Haskoll,  C.  E.  With  numerous  Woodcuts, 
Fourth  Edition,  Enlarged.  Crown  8vo,  12s.  cloth. 

“The  book  is  very  handy  ;  the  separate  tables  of  sines  and  tangents  to  every  minute  will  make  is 
useful  for  many  other  purposes,  the  genuine  traverse  tables  existing  all  the  same.” — Athenceum. 

“  Every  person  engaged  in  engineering  field  operations  will  estimate  the  importance  of  such  a  work 
and  the  amount  of  valuable  time  which  will  be  saved  by  reference  to  a  set  of  reliable  tables  prepared 
with  the  accuracy  and  fulness  of  those  given  in  this  volume.” — Railway  News. 

Levelling. 

A  T REALISE  ON  THE  PRINCIPLES  AND  PRACTICE  OF  LEVELLING. 

Showing  its  Application  to  purposes  of  Railway  and  Civil  Engineering  in  the  Con¬ 
struction  of  Roads  ;  with  Mr.  Telford’s  Rules  for  the  same.  By  Frederick 
W.  Simms,  F.G.S.,  M.  Inst.  C.E.  Seventh  Edition,  with  the  addition  of  Law’s 
Practical  Examples  for  Setting-out  Railway  Curves,  and  Trautwine’s  Field 
Practice  of  Laying-out  Circular  Curves.  With  7  Plates  and  numerous  Woodcuts, 
8vo,  8j-.  6d.  cloth.  Trautwine  on  Curves  may  be  had  separate,  5^. 

“  The  text-book  on  levelling  in  most  of  our  engineering  schools  and  colleges.” — Engineer. 

“  The  publishers  have  rendered  a  substantial  service  to  the  profession,  especially  to  the  younger 
members,  by  bringing  out  the  present  edition  of  Mr.  Simms’s  useful  work.” — Engineering. 


CIVIL  ENGINEERING,  SURVEYING, 


15 


Trigonometrical  Surveying. 

AN  OUTLINE  OF  THE  METHOD  OF  CONDUCTING  A  TRIGONO¬ 
METRICAL  Survey,  for  the  Formation  of  Geographical  and  Typographical  Maps 
and  Plans,  Military  Reconnaissance,  LEVELLING,  &c.,  with  Useful  Problems 
Formulas,  and  Tables.  By  Lieut. -General  Frome,  R.E.  Fourth  Edition  Revised 
and  partly  Re-written  by  ^lajor-General  Sir  Charles  Warren,  G.C. M.G.  R.E 
With  19  Plates  and  115  Woodcuts,  royal  8vo,  i6j-.  cloth.  ’ 

“The  simple  fact  that  a  fourth  edition  has  been  called  for  is  the  best  testimony  to  its  merits.  No 
words  of  praise  from  us  can  strengthen  the  position  so  well  and  so  steadily  maintained  by  this  work 
Sir  Charles  Warren  has  revised  the  entire  work,  and  made  such  additions  as  were  necessary  to  bring  every 
portion  of  the  contents  up  to  the  present  date.” — Broad  Arrow.  ^ 

Field  Fortification. 

A  Treatise  on  Field  Fortification,  The  Attack  of  Fortresses, 

Military  Mining,  and  Reconnoitring.  By  Colonel  J.  S.  Macaulay,  late  Professor 
of  Fortification  in  the  R.M.  A.,  Woolwich.  Sixth  Edition,  crown  8vo,  with  separate 
Atlas  of  12  Plates,  12^.  cloth. 

Tunnelling. 

Practical  tunnelling.  Explaining  in  detail  the  Setting-out  of 

the  Works,  Shaft-sinking,  and  Heading-driving,  Ranging  the  Lines  and  Levelling 
under  Ground,  Sub-Excavating,  Timbering,  and  the  Construction  of  the  Brickwork 
of  Tunnels,  with  the  amount  of  Labour  required  for,  and  the  Cost  of,  the  various 
portions  of  the  work.  By  Frederick  W.  Simms,  F.G.S.,  M.  Inst.  C.E.  Third 
Edition,  Revised  and  Extended  by  D.  Kinnear  Clark,  M. Inst. C.E.  Imp.  8vo, 
with  21  Folding  Plates  and  numerous  Wood  Engravings,  305'.  cloth. 

“The  estimation  in  which  Mr.  Simms’s  book  on  tunnel  ing  has  been  held  for  over  thirty  years  cannofi 
be  more  truly  expressed  than  in  the  words  of  the  late  Professor  Rankine  ‘The  best  source  of  informa¬ 
tion  on  the  subject  of  tunnels  is  Mr.  F.  W.  Simms’s  work  on  Practical  Tunnelling.”’ — Arcniiect. 

“  It  has  been  regarded  from  the  first  as  a  text  book  of  the  subject  ,  .  .  Mr.  Clark  has  added 

immensely  to  the  value  of  the  book.” — Ettgineer. 

Tramways  and  their  Working. 

Tramways  :  Their  Construction  and  Working.  Em¬ 
bracing  a  Comprehensive  History  of  the  System  ;  with  an  exhaustive  Analysis  of  the 
Various  Modes  of  Traction,  including  Plorse  Power,  Steam,  Cable  Traction, 
Electric  Traction,  &c.  ;  a  Description  of  the  Varieties  of  Rolling  Stock  ;  and  ample 
Details  of  Cost  and  Working  Expenses.  New  Edition,  Thoroughly  Revised, 
and  Including  the  Progress  recently  made  in  Tramway  Construction,  &c.  &c.  By 
D.  Kinnear  Clark,  M.Inst.  C.E.  With  numerous  Illustrations  and  Folding 
Plates.  In  One  Volume,  8vo.  700  pages.  Price  about  25J.  [Nearly  ready. 

“  All  interested  in  tramways  must  refer  to  it,  as  all  railway  engineers  have  turned  to  the  author’s 
work  ‘  Railway  Machinery.’  ” — Engineer. 

“An  exhaustive  and  practical  work  on  tramways,  in  which  the  history  of  this  kind  of  locomotion,  and 
a  description  and  cost  of  the  various  modes  of  laying  tramways,  are  to  be  found.” — Buildins:  News. 

“The  best  form  of  rails,  the  best  mode  of  construction,  and  the  best  mechanical  appliances,  are  so 
fairly  indicated  in  the  work  under  review  that  any  engineer  about  to  construct  a  tramway  will  be  enabled 
at  once  to  obtain  the  practical  information  which  will  be  of  most  service  to  him.” — Athe7icEU7n. 

Curves,  Tables  for  Setting-out. 

Tables  of  Tangential  angles  and  Multiples  for 

Setting-out  Curves  from  5  to  200  Radius.  By  Alexander  Beazeley, 
M.Inst. C.E.  Fourth  Edition.  Printed  on  48  Cards,  and  sold  in  a  cloth  box, 
waistcoat-pocket  size,  3^.  6d. 

“  Each  table  is  printed  on  a  small  card,  which,  being  placed  on  the  theodolite,  leaves  the  hands  free 
to  manipulate  the  instrument — no  small  advantage  as  regards  the  rapidity  of  work.” — Efigineer. 

“  Very  handy  :  a  man  may  know  that  all  his  day’s  work  must  fall  on  two  of  these  cards,  which  he  pais 
into  his  own  card-case,  and  leaves  the  rest  behind.” — Athetieenm. 

Earthwork. 

Earthwork  Tables.  Showing  the  Contents  in  Cubic  Yards  of 

Embankments,  Cuttings,  &c.,  of  Heights  or  Depths  up  to  an  average  of  80  feet.  By 
Joseph  Broadbent,  C.E.,  and  Francis  Campin,  C.E.  Crown  8vo,  5^.  cloth. 

“  The  way  in  which  accuracy  is  attained,  bv  a  simple  division  of  each  cross  section  into  three 
elements,  two  in  which  are  constant  and  one  variable,  is  ingenious.” — AthcficeJitn, 


CROSBY  LOCKWOOD  (Sr’  SON'S  CATALOGUE. 


Heat,  Expansion  by. 

Expansion  of  Structures  by  heat.  By  John  Keily,  c.e., 

late  of  the  Indian  Public  Works  and  Victorian  Railway  Departments.  Crown  8vo, 
3J.  6d.  cloth. 

Summary  of  Contents. 


Section  I. — Formulas  and  Data. 

Section  II. — Metal  Bars. 

Section  III. — SrMPLE  Frames. 

•Section  IV. — Complex  Frames  and  Plates 
Section  V. — Thermal  Conductivity. 


Section  VI. — Mechanical  Force  of  Heat. 
Section  Vll. — Work  of  Expansion  and  Con¬ 
traction. 

Section  VIII. — Suspension  Bridges. 

Section  IX. — Masonry  Structures. 


“The  aim  the  author  has  set  before  him,  viz.,  to  show  the  effects  of  heat  upon  metallic  and  other 
structures,  is  a  laudable  one,  for  this  is  a  branch  of  physics  upon  which  the  engineer  or  architect  can 
find  but  little  reliable  and  comprehensive  data  in  books.’’ — Brtilder. 

“  Whoever  is  concerned  to  know  the  effect  of  changes  of  temperature  on  such  structures  as  suspen¬ 
sion  bridges  and  the  like  could  not  do  better  than  consult  Mr.  Keily’s  valuable  and  handy  exposition  of 
Lhe  geometrical  principles  involved  in  these  changes.” — Scotsmaft. 


Earthwork,  Measurement  of. 

A  MANUAL  ON  Earthwork.  By  Alex.  J.  S.  Graham,  C.E. 

With  numerous  Diagrams.  Second  Edition.  i8mo,  2s.  6d.  cloth. 

“  A  great  amount  of  practical  information  very  admirably  arranged,  and  available  for  rough  estimates, 
as  well  as  for  the  more  exact  calculations  required  in  the  engineer’s  and  contractor’s  offices.’’ — Artizan. 


Strains  in  Ironwork. 

The  Strains  on  Structures  of  Ironwork;  with  Prac¬ 
tical  Remarks  on  Iron  Construction.  By  F.  W.  Sheilds,  M.  Inst.  C.E.  Second 
Edition,  with  5  Plates.  Royal  8vo,  ^s.  cloth. 

“The  student  cannot  find  a  better  little  book  on  this  subject.” — Enghteer. 

Cast  Iron  and  other  Metals,  Strength  of. 

A  Practical  Essay  on  the  Strength  of  Cast  Iron  and 

other  Metals.  By  THomas  Tredgold,  C.E.  Fifth  Edition,  including  Hodgkin- 
son’s  Experimental  Researches.  8vo,  12s.  cloth. 


Oblique  Arches. 

A  PRACTICAL  Treatise  on  the  Construction  of  Oblique 

Arches.  By  John  Hart.  Third  Edition,  with  Plates.  Imperial  8vo,  8.f.  cloth. 

Girders,  Strength  of. 

Graphic  Table  for  Facilitating  the  Computation  of  the  Weights  of 

Wrought  Iron  and  Steel  Girders,  &c.,  for  Parliamentary  and  other  Estimates.  By 
J.  H.  Watson  Buck,  M.  Inst.  C.E.  On  a  Sheet,  2s.  6d. 

Water  Supply  and  Water-Works. 

A  Practical  Treatise  on  the  Water  Supply  of  Towns 

AND  THE  Construction  of  Water-Works.  By  W.  K.  Burton,  A.M.Inst.C.E., 
Professor  of  Sanitary  Engineering  in  the  Imperial  University,  Tokyo,  Japan,  and 
Consulting  Engineer  to  the  Tokyo  Water- Works.  With  an  Appendix  on  WATER¬ 
WORKS  IN  COUNTRIES  SUBJECT  TO  EARTHQUAKES,  by  JOHN  MiLNE,  F.R.S., 
Professor  of  Mining  in  the  Imperial  University  of  Japan.  With  numerous  Plates 
and  Illustrations.  \_ln  the  press. 


AIAAVNE  ENGINEERING,  NAVIGATION,  ^c. 


MARINE  ENGINEERING,  SHIPBUILDING,  NAVIGA¬ 
TION,  etc. 


Pocket-Book  for  Naval  Architects  and  Shipbuilders. 

The  Naval  Architect’s  and  Shipbuilder’s  Pocket-Book 

OF  Formul/e,  rules,  and  Tables,  and  Marine  Engineer’s  and  Surveyor’s 
Handy  Book  of  Reference.  By  Clement  Mackrow,  Member  of  the  Instita- 
tion  of  Naval  Architects,  Naval  Draughtsman.  Fifth  Edition,  Revised  and  En¬ 


larged  to  700  pages,  with  upwards  of 
bound  in  leather. 

Summary  of 

Signs  and  Symbols,  Decimal  Fractions. — 
Trigonomety. —  Practical  Geometry. —  Men¬ 
suration.  —  Centres  AND  Moments  of  Figures. 

— Moments  of  Inertia  and  Radii  of  Gyrat-pon. 

—  Algebraical  Expressions  for  Simpson’s 
Rules.  —  Mechanical  Principles.  — Centre 
OF  Gravity.  —  Laws  of  Motion. — Displace¬ 
ment,  Centre  of  Buoyancy. —  Centre  of 
Gravity  of  Ship’s  Hull. — Stability  Curves 
AND  MeTACRNTRES. —  SeA  AND  Sh ALLO VV-WATER 
Waves. — Rolling  of  Ships. — Propulsion  and 
Resistance  of  Vessels.  —  Speed  Trials. — 
Sailing,  Centre  of  Effort.  —  Distances 
DOWN  Rivers,  Coast  Lines.  —  Steering  and 
Rudders  of  Vessels. —  Launching  Calcula¬ 
tions  AND  Velocities. — Weight  of  Material 
AND  Gear. —  Gun  Particulars  and  Weight. 
--Standard  Gauges. —  Riveted  Joints  and 
Riveting.  —  Strength  and  Tests  of  Mate¬ 
rials. — Binding  and  Shearing  Stresses,  etc. 

— Strength  of  Shafting,  Pillars,  Wheels, 
etc.  —  Hydraulic  Data,  etc.  —  Conic  Sec¬ 
tions,  Catenarian  Curves.  —  Mechanical 
Powers,  Work. — Board  of  Trade  Regula¬ 
tions  FOR  Boilers  and  Engines. — Board  of 
Trade  Regulations  for  Ships.  —  Lloyd’s 


300  Illustrations.  Fcap. ,  12s.  6d.  strongly 
Contents. 

Rules  for  Boilers. — Lloyd’s  Weight  of 
Chains. — Lloyd’s  Scantlings  for  Ships. — 
Data  of  Engines  and  Vessels. — Ships’  Fit¬ 
tings  AND  Tests. — Seasoning  Preserving 
Timber — Measurement  of  Timber.— Alloys, 
Paints,  Varnishes. — Data  for  Stowage. — 
Admiralty  Transport  Regulations. —  Rules 
FOR  Horse-power,  Screw  Propellers,  etc. — 
Percentages  FOR  Butt  Straps,  etc,  — Parti¬ 
culars  OF  Yachts. — Masting  and  Rigging 
Vessels. — Distances  of  Foreign  Ports. — 
Tonnage  Tables.— Vocabulary  of  French 
and  English  Terms. — English  Weights  and- 
Measures.— Foreign  Weights  and  Measures. 
—Decimal  Equivalents. — Foreign  Money. — 
Discount  and  Wage  Tables. — Useful  Num¬ 
bers  AND  Ready  Reckoners. — Tables  of 
Circular  Measures. -Tables  of  Areas  of 
AND  Circumferences  of  Circles. — Tables  of 
Areas  of  Segments  of  Circles.— Tables  of 
Squares  and  Cubes  and  Roots  of  Numbers 
— Tables  of  Logarithms  of  Numbers. — 
Tables  of  Hyperbolic  Logarithms. — Tables 
OF  Natural  Sines,  Tangents,  etc. — Tables 
OF  Logarithmic  Sines,  Tangents,  etc. 


“  In  these  days  of  advanced  knowledge  a  work  like  this  is  of  the  greatest  value.  It  contains  a 
vast  amount  of  information.  We  unhesitatingly  say  that  it  is  the  most  valuable  compilation  for  its 
specific  purpose  that  has  ever  been  printed.  No  naval  architect,  engineer,  surveyor,  or  seaman, 
wood  or  iron  shipbuilder,  can  afford  to  be  without  this  work.”—  Nautical  Magazine. 

“  Should  be  used  by  all  who  are  engaged  in  the  construction  or  design  of  vessels.  .  .  .  Will  be 
found  to  contain  the  most  useful  tables  and  formulae  required  by  shipbuilders,  carefully  collected  from, 
the  best  authorities,  and  put  together  in  a  popular  and  simple  form.” — ■Ettgineer. 

“  The  professional  shipbuilder  has  now,  in  a  convenient  and  accessible  form,  reliable  data  for  solving 
m.any  of  the  numerous  problems  that  present  themselves  in  the  course  of  his  work.” — E'oh. 

“There  is  no  doubt  that  a  pocket-book  of  this  description  must  be  a  necessity  in  the  shipbuilding 
trade.  .  .  .  The  volume  contains  a  mass  of  useful  information  clearly  expressed  and  presented  in  a 
handy  form.” — Marine  Engineer. 


Marine  Engineering. 

Marine  Engines  and  Steam  Vessels:  a  Treatise  on.  By 

Robert  Murray,  C.  E.  Eighth  Edition,  thoroughly  Revised,  with  considerable 
Additions  by  the  Author  and  by  George  Carlisi.e,  C.E.,  Senior  Surveyor  to  the 
Board  of  Trade  at  Liverpool.  121110,  5a  cloth  boards. 

“  Well  adapted  to  give  the  young  steamship  engineer  or  marine  engine  and  boiler  maker  a  general 
introduction  into  his  practical  work.” — Mechanical  World. 

“We  feel  sure  that  this  thoroughly  revised  edition  will  continue  to  be  as  popular  in  the  futine 
as  it  has  been  in  the  past,  as,  for  its  size,  it  contains  more  useful  information  than  any  similar 
treatise.’’ — Industries. 

“  As  a  compendious  and  useful  guide  to  engineers  of  our  mercantile  and  royal  naval  services,  we 
should  say  it  cannot  be  surpassed.” — Building  News. 

“The  information  given  is  both  sound  and  sensible,  and  well  qualified  to  direct  young  sea-going 
hands  on  the  straight  road  to  the  extra  chief’s  certificate.  .  .  .  Most  useful  to  surveyors,  inspectors, 
draughtsmen,  and  all  young  engineers  who  take  an  interest  in  their  profession.” — Glasgoxa  Herald. 

“An  indispensable  manual  for  the  student  of  marine  engineering.” — Liverpool  Mercury. 

Electric  Lighting  of  Ships. 

Electric  Ship  Lighting  :  A  Handbook  on  the  Practical  Fitting 

and  Running  of  Ship’s  Electrical  Plant,  for  the  Use  of  Shipowners  and  Builders, 
JMarine  Electricians  and  Sea-going  Engineers  in  Charge.  By  J.  W.  Urquhart, 
Author  of  “  Electric  Light,”  “  Dynamo  Construction,”  &c.  With  numerous  Illus¬ 
trations,  Crown  8vo,  ']s.  6d.  cloth. 


B 


i8 


C/WSBV  LOCKWOOD  ^  SON'S  CATALOGUE. 


Pocket-Book  for  Marine  Engineers. 

A  POCKET-BOOK  OF  USEFUL  TABLES  AND  FORMUL/E  FOR 
Marine  Engineers.  By  Frank  Proctor,  A.I.N.A.  Third  Edition.  Royal 
32mo,  leather,  gilt  edges,  with  strap,  4.C 
“  We  recommend  it  to  our  readers  as  going  far  to  supply  a  long-felt  want.” — Naval  Science, 

“  A  most  useful  companion  to  all  marine  engineers.” — United  Service  Gazette.  ' 

introduction  to  Marine  Engineering. 

Elementary  Engineering  :  A  Manual  for  Young  Marine 

Engineers  and  Apprentices.  In  the  Form  of  Questions  and  Answers  on  Metals, 
Alloys,  Strength  of  Materials,  Construction  and  Management  of  Marine  Engines 
and  Boilers,  Geometry,  &c.  &c.  With  an  Appendix  of  Useful  Tables.  By  John 
Sherren  Brewer,  Government  Marine  Surveyor,  Hongkong.  Second  Edition, 
Revised,  small  crown  8vo,  2s.  cloth. 

“  Contains  much  valuable  information  for  the  class  for  whom  it  is  intended,  especially  in  the 
chapters  on  the  management  of  boilers  and  engine?,."— Nautical  Magazine. 

“A  useful  introduction  to  the  more  elaborate  text  books.” — Scotsman. 

“  To  a  student  who  has  the  requisite  desire  and  resolve  to  attain  a  thorough  knowledge,  Mr. 
Brewer  offers  decidedly  useful  \\e\\i.”—AthencEum. 

Navigation. 

Practical  Navigation.  Consisting  of  The  Sailor’s  Sea-Book, 

by  James  Greenwood  and  W.  H.  Rosser;  together  with  the  requisite  Mathe¬ 
matical  and  Nautical  Tables  for  the  Working  of  the  Problems,  by  Henry  Law, 
C.E.,  and  Professor  J.  R.  Young.  Illustrated.  i2mo,  7J.  strongly  half-bound. 


Drawing  for  Marine  Engineers. 

lockie’s  Marine  Engineer’s  Drawing-Book.  Adapted  to 

the  Requirements  of  the  Board  of  Trade  Examinations.  By  John  Lockie, 
C.E.  With  22  Plates,  Drawn  to  Scale.  Royal 8vo,  ;^s.6d.  cloth. 

“The  student  who  learns  from  these  drawings  will  have  nothing  to  unlearn.’’ — Engineer. 

“The  examples  chosen  are  essentially  practical,  and  are  such  as  should  prove  of  service  to  engineers 
generally,  while  admirably  fulfilling  their  specific  purpose.” — Mechanical  World. 


Saiimaking. 

THE  ART  AND  SCIENCE  OF  SAILMAKING.  By  Samuel  B.  Sadler, 

Practical  Sailmaker,  late  in  the  employment  of  Messrs.  Ratsey  and  Lapthorne, 
of  Cowes  and  Gosport.  With  Plates  and  other  Illustrations,  bmall  qto,  12s.  6d. 
cloth. 

Summary  of  Contents. 


Chap.  I.  The  Materials  used  and  their 
Relation  to  Sails.— II.  On  the  Centre  of 
Effort.— III.  On  Measuring. — IV.  On  Draw¬ 
ing. _ V.  On  the  Number  of  Cloths  required. 


— VI.  On  Allowances. — VII.  Calculation  of 
Gores.  —  VIII.  On  Cutting  Out.— IX.  On 
Roping.  —  X.  On  Diagonal-Cut  Sails.— XI. 
Concluding  Remarks. 


“  This  work  is  very  ably  written,  and  is  illustrated  by  diagrams  and  carefully-worked  calculations. 
'I'he  work  should  be  in  the  hands  of  every  sailmaker,  whether  employer  or  employed,  as  it  cannot  tail  to 
assist  them  in  the  pursuit  of  their  important  avocations.” — Isle  of  Wight  Herald. 

“This  extremely  practical  work  gives  a  complete  education  in  all  the  branches  of  the  manufacture, 
cutting  out.  roping,  seaming,  and  goring.  It  is  copiously  illustrated,  and  will  form  a  first-rate  text-book 
and  guide.” — Portsmouth  Times. 

“The  author  of  this  work  has  rendered  a  distinct  service  to  all  interested  in  the  art  of  sailmaking. 


The  subject  of  which  he  treats  is  a  congenial  one.  Mr.  Sadler  is  a  practical  sailmaker,  and  has  devoted 
years  of  careful  observation  and  study  to  the  subject ;  and  the  results  of  the  experience  thus  gained  he 
has  set  forth  in  the  volume  before  n?." —Steamship. 


Chain  Cabies. 

Chain  Cables  and  Chains.  Comprising  Sizes  and  'Curves  01 

Links,  Studs,  &c.,  Iron  for  Cables  and  Chains,  Chain  Cable  and  Chain  Making, 
Forming  and  Welding  Links,  Strength  of  Cables  and  Chains,  Certificates  for 
Cables,  Marking  Cables,  Prices  of  Chain  Cables  and  Chains,  Historical  Notes, 
Acts  of  Parliament,  Statutory  Tests,  Charges  for  Testing,  List  of  Manufacturers  of 
Cables,  &c.  &c.  By  Thomas  W.  Traill,  F.  E.R.N.,  M. Inst.  C.E. ,  Engineer- 
Surveyor-in-Chief,  Board  of  Trade,  Inspector  of  Chain  Cable  and  Anchor  Proving 
Establishments,  and  General  Superintendent,  Lloyd’s  Committee  on  Proving 
Establishments.  With  numerous  Tables,  Illustrations,  and  Lithographic  Drawings. 
Folio,  £2  2s.  cloth,  bevelled  boards. 

It  contains  a  vast  amount  of  valuable  information.  Nothing  seems  to  be  wanting  to  make  it  a  com¬ 
plete  and  standard  work  of  reference  on  the  subject.” — Nautical  Magazine. 


MIXING  AND  METALLURGY. 


19 


MINING  AND  METALLURGY. 


Mining  Machinery. 

MACHINERY  FOR  METALLIFEROUS  MINES:  A  Practical  Treatise 
for  Mining  Engineers,  Metallurgists  and  Managers  of  Mines.  By  E.  Henry 
Davies,  M.E.,  F.G.S.  Crown  8vo,  580  pp,,  with  upwards  of  300  Illustrations. 
I2i'.  6d.  cloth.  Uf  list  published. 

“  Mr.  Davies,  in  this  handsome  volume,  has  done  the  advanced  student  and  the  manager  of  mines 
good  service.  Almost  every  kind  of  machinery  in  actual  use  is  carefully  described,  and  the  woodcuts 
and  plates  are  good.” — Atkencc'itm. 

*■  From  cover  to  cover  the  work  exhibits  all  the  same  characteristics  which  excite  the  confidence 
and  attract  the  attention  of  the  student  as  he  peruses  the  first  page.  The  work  may  safely  be  recom¬ 
mended.  By  its  publication  the  literature  connected  with  the  industry  will  be  enriched,  and  the 
reputatioa  of  its  author  enhanced.” — Mining  J ournal. 

”  Mr.  Davies  has  endeavoured  to  bring  before  his  readers  the  best  of  everything  in  modern  mining 
appliances.  His  work  carries  internal  evidence  of  the  author’s  impartiality,  and  this  constitutes  one 
of  the  great  merits  of  the  book.  Throughout  his  work  the  criticisms  are  based  on  his  own  or  other 
reliable  experience.” — Iron  and  Steel  Trades'  Journal. 

”  The  work  deals  with  nearly  every  class  of  machinery  or  apparatus  likely  to  be  met  with  or 
required  in  connection  with  metalliferous  mining,  and  is  one  which  we  have  every  confidence  in  recom- 
cnending.” — Practical  Engineer. 

”  Invaluable  to  mining  engineers,  metallurgists,  and  mine  managers.’’ — The  Mining  Review., 
Denver,  Colorado,  U.S.A. 

Metalliferous  Minerals  and  Mining. 

A  Treatise  on  metalliferous  Minerals  and  Mining, 

By  D.  C.  Davies,  F.G.S.,  Mining  Engineer,  &c. ,  Author  of  “  A  Treatise  on  Slate 
and  Slate  Quarrying.”  Fifth  Edition,  thoroughly  Revised  and  much  Enlarged, 
by  his  Son,  E.  FIenry  Davies,  M.E.,  F.G.S.  With  about  150  Illustrations. 
Crown  8vo,  I2i-.  6d  cloth. 

“  Neither  the  practical  miner  nor  the  general  reader,  interested  in  mines,  can  have  a  better  book  for 
bis  companion  and  his  guide.” — Mining  Journal. 

“  We  are  doing  our  readers  a  service  in  calling  theirattention  to  this  valuable  work.” — Mining  World. 
“  A  book  that  will  not  only  be  useful  to  the  geologist,  the  practical  miner,  and  the  metallurgist ;  but 
also  very  interesting  to  the  general  public.”- — Iron. 

”  As  a  history  of  the  present  state  of  mining  throughout  the  world  this  book  has  a  real  value,  and  it 
supplies  an  actual  want.” — Athenceum. 

Earthy  Minerals  and  Mining. 

A  TREATISE  ON  EARTHY  AND  OTHER  MINERALS  AND  MINING. 

By  D.  C.  Davies,  F.G.S.,  Author  of  “Metalliferous  Minerals,”  &c.  Third 
Edition,  Revised  and  Enlarged,  by  his  Son,  E.  Henry  Davies,  M.E.,  F.G.S. 
With  about  100  I  Busts.  Crown  8vo,  12^.  6d.  cloth. 

“  We  do  not  remember  to  have  met  with  any  English  work  on  mining  matters  that  contains  the  same 
amount  of  information  packed  in  equally  convenient  form.” — Academy. 

“We  should  be  inclined  to  rank  it  as  among  the  very  best  of  the  handy  technical  and  trades 
manuals  w'hich  have  recently  appeared.” — British  Quarterly  Review. 

Metalliferous  Mining  in  the  United  Kingdom. 

British  Mining  :  A  Treatise  on  the  History,  Discovery,  Practical 

Development,  and  Future  Prospects  of  Metalliferous  Mines  in  the  United  Kingdom. 
By  Robert  Hunt,  F.R.S.,  Keeper  of  Mining  Records  ;  Editor  of  “  Ure’s  Dic¬ 
tionary  of  Arts,  Manufactures,  and  Mines,”  &c.  Upwards  of  950  pp.,  with  230 
Illustrations.  Second  Edition,  Revised.  Super-royal  8vo,  £2  2s.  cloth. 

“  One  of  the  most  valuable  works  of  reference^  of  modern  times.  Mr.  Hunt,  as  Keeper  of  Mining 
Records  of  the  United  Kingdom,  has  had  opportunities  for  such  a  task  not  enjoyed  by  anyone  else,  and 
has  evidently  made  the  most  of  them.  .  .  _.  The  language  and  style  adopted  are  good,  and  the  treat¬ 
ment  of  the  various  subjects  laborious,  conscientious,  and  scientific.” — Engineeri7tg. 

“  The  book  is,  in  fact,  a  treasure-house  of  statistical  information  on  mining  subjects,  and  we  know 
of  no  other  work  embodying  so  great  a  mass  of  matter  of  this  kind.  Were  this  the  only  merit  of  Mr. 
Hunt’s  volume  it  would  be  sufficient  to  render  it  indispensable  in  the  library  of  everyone  interested  in  the 
development  of  the  mining  and  metallurgical  industries  of  this  country.” — Atheneenni. 

“  A  mass  of  information  not  elsewhere  available,  and  of  the  greatest  value  to  those  who  may  be  in¬ 
terested  in  our  great  mineral  industries.” — Engineer. 

Underground  Pumping  Machinery. 

Mine  Drainage  :  Being  a  Complete  and  Practical  Treatise  on 

Direct- Acting  Underground  Steam  Pumping  Machinery,  with  a  Description  of  a 
large  number  of  the  best  known  Engines,  their  General  U tility  and  the  Special  Sphere 
of  their  Action,  the  Mode  of  their  Application,  and  their  merits  compared  with 
other  forms  of  Pumping  Machinery.  By  Stephen  Michele.  8vo,  i5j-.  cloth. 

“  Will  be  highly  esteemed  by  colliery  owners  and  lessees,  mining  engineers,  and  students  generally 
who  require  to  be  acquainted  with  the  best  means  of  securing  the  drainage  of  mines.  It  is  a  most  valu¬ 
able  work,  and  stands  almost  alone  in  the  literature  of  steam_  pumping  machinery.” — Colliery  Guardian. 

“  Much  valuable  information  is  given,  so  that  the  book  is  thoroughly  worthy  of  an  extensive  circu- 
ation  amongst  practical  men  and  purchasers  of  machinery.” — Mining  Journal. 


20 


CROSBY  LOCKWOOD  dr-  SON'S  CATALOGUE. 


Prospecting  for  Gold  and  other  Metals. 

The  PROSPECTOR’S  Handbook  :  a  Guide  for  the  Prospector 

and  Traveller  in  Search  of  Metal- Bearing  or  other  Valuable  Minerals.  By  J.  W. 
Anderson,  M.A.  (Camb.),  F.R.G.S.,  Author  of  “Fiji  and  New  Caledonia.”' 
Fifth  Edition,  thoroughly  Revised  and  Enlarged.  Small  crown  Svo,  3^.6^.  cloth. 

“  Will  supply  a  much  felt  want,  especially  among  Colon'sts,  in  whose  way  are  so  often  thrown  many 
mineralogical  specimens  the  value  of  which  it  is  difficult  to  determine.” — Engineer. 

“  How  to  find  commercial  minerals,  and  how  to  identify  them  when  they  are  found,  are  the  leading 
points  to  which  attention  is  directed.  The  author  has  managed  to  pack  as  much  practical  detail  into*  his 
pages  as  would  supply  material  for  a  book  three  times  its  size.” — Mining  Lournal. 

Mining  Notes  and  Formulce. 

NOTES  AND  FORMUL/E  FOR  MINING  STUDENTS.  By  John 
Herman  Merivale,  M.A.,  Certificated  Colliery  Manager,  Professor  of  Mining  in 
the  Durham  College  of  Science,  Newcastle-upon-Tyne.  Third  Edition,  Revised' 
and  Enlarged,  Small  crown  Svo,  2s.  6d.  cloth. 

“  Invaluable  to  anyone  who  is  working  up  for  an  examination  on  mining  subjects.” — Ceal  Iron  and 
Trades'  Review. 

”  The  author  has  done  his  work  in  an  exceedingly  creditable  manner,  and  has  produced  a  book 
that  will  be  of  service  to  students,  and  those  who  are  practically  engaged  in  mining  operations.” — 
Engineer. 

Handyboob  for  Miners. 

The  MINER’S  HANDBOOK:  A  Handybook  of  Reference  on  the 

subjects  of  Mineral  Deposits,  Mining  Operations,  Ore  Dressing,  See.  Forthe  Use 
of  Students  and  others  interested  in  Mining  matters.  Compiled  by  John 
Milne,  F.R.S.,  Professor  of  Mining  in  the  Imperial  University  of  Japan. 
Square  i8mo,  Js.  6d.  cloth.  [jus^  published.^ 

“  Professor  Milne’s  handbook  is  sure  to  be  received  with  favour  by  all  connected  with  mining,  and 
will  be  extremely  popular  among  students.” — Athenecuni, 

Miners’  and  Metallurgists’  Pocket-Boob. 

A  POCKET-BOOK  FOR  MINERS  AND  METALLURGISTS.  Com¬ 
prising  Rules,  Formula:,  Tables,  and  Notes,  for  Use  in  Field  and  Office  Work. 
By  F.  Danvep.s  Power,  F.G.S.,  M.E.  Fcap.  Svo,  ^s.  leather,  gilt  edges. 

“This  excellent  book  is  an  admirable  example  of  its  kind,  and  ought  to  find  a  large  sale  amongst 
English-speaking  prospectors  and  mining  engineers.” — Engineering. 

“  Miners  and  metallurgists  will  find  in  this  work  a  useful  vaae-mecnm  containing  a  mass  of  rules,, 
formulae,  tables,  and  various  other  information,  the  necessity  for  reference  to  which  occurs  in  their  daily 
duties.” — Iron, 

Mineral  Surveying  and  Valuing. 

THE  Mineral  Surveyor  and  Valuer’s  Complete  Guide. 

Comprising  a  Treatise  on  Improved  Mining  Surveying  and  the  Valuation  of 
Mining  Properties,  with  New  Traverse  1  ables.  By  Wm.  Lintern.  Third  Edition, 
Enlarged.  i2mo,  qj.  cloth, 

“  Mr.  Lintern’s  book  forms  a  valuable  and  thoroughly  trustworthy  guide.” — Iron  and  Coal  Trades'’ 
Review. 

Asbestos  and  its  Uses. 

Asbestos  :  its  Properties,  Occurrence,  and  Uses.  With  some 

Account  of  the  Mines  of  Italy  and  Canada.  By  Robert  H.  Jones.  With  Eight 
Collotype  Plates  and  other  Illustrations.  Crown  Svo,  12s.  6d.  cloth. 

“  An  interesting  and  invaluable  work.” — Colliery  Guardian. 

Explosives. 

A  HANDBOOK  ON  MODERN  EXPLOSIVES.  Being  a  Practical 
Treatise  on  the  Manufacture  and  Application  of  Dynamite,  Gun-Cotton,  Nitro- 
Glycerine  and  other  Explosive  Compounds.  Including  the  Manufacture  of 
Collodion-Cotton.  By  M.  Eissler,  Mining  Engineer  and  Metallurgical  Chemist, 
Author  of  “The  Metallurgy  of  Gold,”  “The  Metallurgy  of  Silver,”  &c.  With 
about  100  Illustrations.  Crown  Svo,  ioj.  6d.  cloth. 

”  Useful  not  only  to  the  miner,  but  also  to  officers  of  both  services  to  whom  blasting  and  the 
use  of  explosives  generally  may  at  any  time  become  a  necessary  auxiliary.” — Nature. 

"  A  vetitahie  mine  cf  information  on  the  subject  of  explosives  employed  for  military,  mini^'g  and 
blasting  purpose  s.”-  A  nny  and  Navy  GazNte. 


MINING  AND  METALLURGY. 


21 


Colliery  Management 

The  Colliery  Manager’s  Handbook:  a  Comprehensive 

Treatise  on  the  Laying-out  and  Working  of  Collieries,  Designed  as  a  Book  of 
Reference  for  Colliery  Managers,  and  for  the  Use  of  Coal-Mining  Students  pre¬ 
paring  for  First-class  Certificates.  By  Caleb  Pamely,  Mining  Engineer  and 
Surveyor  ;  Member  of  the  North  of  England  Institute  of  Mining  and  Mechanical 
Engineers ;  and  Member  of  the  South  Wales  Institute  of  Mining  Engineers. 
With  nearly  500  Plans,  Diagrams,  and  other  Illustrations.  Second  Edition, 
Revised,  with  Additions,  medium  8vo,  about  700  pp.  Price  5j-.  strongly  bound. 

Summary  of  Contents. 


Geology. 

'Search  for  Coal. 

IMineral  Leases  and  other  Holdings. 
Shaft  Sinking. 

Fitting  Up  the  Shaft  and  Surface  Ar¬ 
rangements. 

Steam  Boilers  and  their  Fittings. 
TTimbering  and  Walling. 

Narrow  Work  and  Methods  of  Working. 
(Underground  Conveyance. 

Drainage. 


On  the  Friction  of  Air  in  Mines. 

The  Priestman  Oil  Engine;  Petroleum  and 
Natural  Gas. 

Surveying  and  Planning. 

Safety  Lamps  and  Fire-Damp  Detectors. 
Sundry  and  Incidental  Operations  and  Ap¬ 
pliances. 

Colliery  Explosions. 

Miscellaneous  Questions  and  Answers. 
Appendix :  Summary  of  Report  of  H.M.  Com¬ 
missioners  ON  Accidents  in  Mines. 


The  Gases  met  with  in  Mines;  Ventilation. 

***  Opinions  of  the  Press. 

“Mr.  Pamely  has  not  only  given  us  a  comprehensive  reference  book  of  a  very  high  order, 
•suitable  to  the  requirements  of  mining  engineers  and  colliery  managers,  but  at  the  same  time  has 
iprovided  mining  students  with  a  class-book  that  is  as  interesting  as  it  is  instructive.” — Colliery 
Manager. 

‘‘  Mr.  Pamely’s  work  is  eminently  suited  to  the  purpose  for  which  it  is  intended— being  clear,  inter¬ 
esting,  exhaustive,  rich  in  detail,  and  up  to  date,  giving  descriptions  of  the  very  latest  machines  in  every 
•department.  ...  A  mining  engineer  could  scarcely  go  wrong  who  followed  this  work.” — Colliery 
Guardian.  , 

‘‘  This  is  the  most  complete  ‘  all-round  ’  work  on  coal-mining  published  in  the  English  language.  .  .  . 
No  library  of  coal-mining  books  is  complete  without  it.” — Colliery  Engineer  (Scranton,  Pa.,  U.S.  A.). 

“  Mr.  Pamely’s  work  is  in  all  respects  worthy  of  our  admiration.  No  person  in  any  responsible 
(position  connected  with  mines  should  be  without  a  copy.”  —  Westminster  Revieiu. 


Coal  and  Iron. 

The  Coal  and  Iron  Industries  of  the  united  Kingdom. 

Comprising  a  Description  of  the  Coal  Fields,  and  of  the  Principal  Seams  of  Coal, 
with  Returns  of  their  Produce  and  its  Distribution,  and  Analyses  of  Special  Varie¬ 
ties.  Also,  an  Account  of  the  occurrence  of  Iron  Ores  in  Veins  or  Seams  ;  Analyses 
of  each  Variety  ;  and  a  History  of  the  Rise  and  Progress  of  Pig  Iron  Manufacture. 
By  Richard  Meade,  Assistant  Keeper  of  Mining  Records.  With  Maps  8vo, 
;^i  Ss.  cloth. 


*■  The  book  is  one  which  must  find  a  place  on  the  shelves  of  all  interested  in  coal  and  iron  production, 
.and  in  the  iron,  steel,  and  other  metallurgical  industries.” — Engineer. 

“  Of  this  book  we  may  unreservedly  say  that  it  is  the  best  of  Its  class  which  we  have  ever  met.  .  .  . 
(A  book  of  reference  which  no  one  engaged  in  the  iion  or  coal  trades  should  omit  from  his  library.” — Iron 
■and  Coal  Trades'  Review. 


Coal  Mining. 

Coal  and  Coal  Mining,  a  Rudimentary  Treatise  on.,  By  the 

late  Sir  Warington  W.  Smyth,  M.A.,  F.R.S.,  &c..  Chief  Inspector  of  the  Mines 
of  the  Crown.  Seventh  Edition,  Revised  and  Enlarged.  With  numerous  Illus¬ 
trations,  i2mo,  4L  cloth  boards. 

“  As  an  outline  is  given  of  every  known  coal-field  in  this  and  other  countries,  as  well  as  of  the  principal 
methods  of  working,  the  book  will  doubtless  interest  a  very  large  number  of  readers.” — Mining  Journal. 

Subterraneous  Surveying. 

Subterraneous  Surveying,  Elementary  and  Practical  Treatise 

on  ;  with  and  without  the  Magnetic  Needle.  By  Thomas  Fenwick,  Surveyor  of 
Mines,  and  Thomas  Baker,  C.E.  Illustrated.  121110,  3^-.  cloth  boards. 


Cranite  Quarrying. 

Granites  and  our  Granite  industries.  By  George 

F.  Harris,  F.G.S.,  Membre  de  la  Societe  Beige  de  Geologie,  Lecturer  on 
Economic  Geology  at  the  Birkbeck  Institution,  &c.  With  Illustrations.  Crown 
8vo,  2s.  6d.  cloth. 

“A  clearly  and  well-written  manual  for  persons  engaged  or  interested  in  the  granite  industry.” — 
Scotsman. 

“  An  interesting  work,  which  will  be  deservedly  esteemed.” — Colliery  Guardian.^ 

“  An  exceedingly  interesting  and  valuable  monograph  on  a  subject  which  has  hitherto  received 
unaccountably  little  attention  in  the  shape  of  systematic  literary  treatment.” — Scottish  Leader. 


22 


C/^OSBV  LOCKWOOD 


6' 


SON'S  CATALOGUE. 


Gold,  Metallurgy  of. 

The  Metallurgy  of  Gold  :  A  Practical  Treatise  on  the 

Metallurgical  Treatment  of  Gold-bearing  Ores.  Including  the  Processes  of  Concen¬ 
tration  and  Chlorination,  and  the  Assaying,  Melting,  and  Refining  of  Gold.  By  M. 
Eissler,  Mining  Engineer  and  Metallurgical  Chemist,  formerly  Assistant  Assayed 
of  the  U.S.  Mint,  San  Francisco,  Third  Edition,  Revised  and  greatly  Enlarged. 
With  187  Illustrations.  Crown  8vo,  12s.  6d.  cloth. 

“  This  book  thoroughly  deserves  its  title  of  a  ‘Practical  Treatise.’  The  whole  process  of  gold 
milling,  from  the  breaking  ot  the  quartz  to  the  as.-ay  of  the  bullion,  is  described  in  clear  and  orderly 
narrative  and  with  much,  but  not  too  much,  fulness  of  detail.” — Saturday  Review. 

‘‘The  work  is  a  storehouse  of  information  and  valuable  data,  and  we  strongly  recommend  it  to- 
all  professional  men  engaged  in  the  gold-mining  industry,”— il/bnng-  Journal. 

Silver,  Metallurgy  of. 

The  Metallurgy  of  Silver  :  A  Practical  Treatise  on  the 

Amalgamation,  Roasting,  and  Lixiviation  of  Silver  Ores.  Including  the  Assaying,. 
Melting,  and  Refining  of  Silver  Bullion.  By  M.  Eissler,  Author  of  “  The  Metal¬ 
lurgy  of  Gold,”  &c.  Second  Edition,  Enlarged.  With  150  Illustrations.  Crown 
8 VO,  loj'.  6d.  cloth. 

‘‘  A  practical  treatise,  and  a  technical  work  which  we  are  convinced  will  supply  a  long  felt  want 
amongst  practical  men,  and  at  the  same  time  be  of  value  to  students  and  others  indirectly  connected 
with  the  industries.” — Mining  Journal. 

“From  first  to  last  the  book  is  thoroughly  sound  and  reliable.” — Colliery  Guardian. 

“For  chemists,  practical  miners,  assayers,  and  investors  alike,  we  do  not  knov/  ot  any  work  on) 
the  subject  so  handy  and  yet  so  comprehensive.” — Glasgow  Herald. 

Lead,  Metallurgy  of. 

The  Metallurgy  of  argentiferous  Lead  :  A  Practical' 

Treatise  on  the  Smelting  of  Silver-Lead  Ores  and  the  Refining  of  Lead  Bullion. 
Including  Reports  on  various  Smelting  Establishments  and  Descriptions  of  Modern. 
Smelting  Furnaces  and  Plants  in  Europe  and  America.  By  M.  Eissler,  M.E.,. 
Author  of  “  The  Metallurgy  of  Gold,”  &c.  Crown  8vo,  400  pp,,  with  183  Illus¬ 
trations,  12^.  6d.  cloth. 

“  The  numerous  metallurgical  processes,  which  are  fully  and  extensively  treated  of,  embrace  all  the 
stages  experienced  in  the  passage  of  the  lead  from  the  various  natural  states  to  its  issue  from  the  refinery 
as  an  article  of  commerce.”  —Practical  Hngineer. 

“The  present  volume  fully  maintains  the  reputation  of  the  author.  Those  who  wish  to  obtain  a. 
thorough  insight  into  the  present  state  of  this  industry  cannot  do  better  than  read  this  volume,  and  all 
mining  engineers  cannc^^ail  to  find  many  useful  hints  and  suggestions  in  it.” — Industries. 

“  It  is  most  carefully  written  and  illustrated  with  capital  drawings  and  diagrams.  In  fact,  it  is  the 
work  of  an  expert  for  experts,  by  whom  it  will  be  prized  as  an  indispensable  text-book.” — Bristol 
Mercury, 

Iron,  Metallurgy  of. 

Metallurgy  of  Iron.  Containing  Hi.story  of  Iron  Manufacture^ 

Methods  of  Assay,  and  Analyses  of  Iron  Ores,  Processes  of  Manufacture  of  Iroi> 
and  Steel,  &c.  By  H.  Bauerman,  F.G.S.,  A.R.S.M.  With  numerous  Illus¬ 
trations.  Sixth  Edition,  Revised  and  Enlarged.  i2mo,  5^.  6d.  cloth. 

“  Carefully  written,  it  has  the  merit  of  brevity  and  conciseness,  as  to  less  important  points  ;  while- 
all  material  matters  are  very  fully  and  thoroughly  entered  into.” — Standard. 

Iron  Mining. 

The  Iron  Ores  of  Great  Britain  and  Ireland:  Their 

Mode  of  Occurrence,  Age  and  Origin,  and  the  Methods  of  Searching  for  and 
Working  Them.  With  a  Notice  of  some  of  the  Iron  Ores  of  Spain.  By  J.  D. 
Kendall,  F.G.S.,  Mining  Engineer.  With  Plates  and  Illustrations.  Crown  8vOy 
ibA  cloth. 

“  The  author  has  a  thorough  practical  knowledge  of  his  subject,  and  has  supplemented  a  careful 
study  of  the  available  literature  by  unpublished  information  derived  from  his  own  observations.- 
The  result  is  a  very  useful  volume  which  cannot  fail  to  be  of  value  to  all  interested  in  the  iron  in¬ 
dustry  of  the  country.” — Industries. 

“  Constitutes  a  systematic  and  careful  account  of  our  present  knowledge  of  the  origin  and  occur¬ 
rence  of  the  iron  ores  of  Great  Britain,  and  embraces  a  description  of  the  means  employed  in  reach¬ 
ing  and  working  these  ores.” — Iron. 

“  Mr.  Kendall  is  a  great  authority  on  this  subject  and  writes  from  personal  observation.” — 
Colliery  Guardian. 

“  Mr.  Kendall’s  book  is  thoroughly  well  done.  In  it  there  are  the  outlines  of  the  history  of  ore 
mining  in  every  centre  and  there  is  everything  that  we  want  to  know  as  to  the  character  of  the  ores 
of  each  district,  their  commercial  value  and  the  cost  of  working  them.” — Iron  and  Steel  Trades 
Journal, 


ELECTRICITY,  ELECTRICAL  EiVGINEERING, 


23 


ELECTRICITY,  ELECTRICAL  ENGINEERING,  ETC. 


Electrical  Engineering. 

The  Electrical  Engineer’s  Pocket-Book  of  Modern 

•  Rules,  Formul/e,  Tables,  and  Data.  By  H.  R.  Kempe,  M.  Inst.  E.E., 
A.  M.  Inst.  C.E.,  Technical  Officer,  Postal  Telegraphs,  Author  of  “  A  Handbook  of 
Electrical  Testing,”  &c.  Second  Edition,  Thoroughly  Revised,  with  Additions. 
With  numerous  Illustrations,  royal  32010,  oblong,  5^'.  leather. 

“  There  is  very  little  in  the  shape  of  formulae  or  data  which  the  electrician  is  likely  to  want  in 
a  hurry  which  cannot  be  found  in  its  pages.” — Practical  Engineer. 

“  A  very  useful  book  of  reference  for  daily  use  in  practical  electrical  engineering  and  its  various 
applications  to  the  industries  of  the  present  day.” — Iron, 

“  It  is  the  best  book  of  its  kind.” — Electrical  Engineer. 

“  Well  arranged  and  compact.  The  Electrical  Engineer’s  Pocket-Book  is  a  good  one."  —  Elec¬ 
trician. 

■  “  Strongly  recommended  to  those  engaged  in  the  various  electrical  industries.”—  Electrical 
Review, 

Electric  Lighting. 

Electric  Light  Fitting  :  A  Handbook  for  Working  Electrical 

Engineers,  embodying  Practical  Notes  on  Installation  Management.  By  J.  W. 
Urquhart,  Electrician,  Author  of  “  Electric  Light,”  &c.  With  numerous  Illusts. 
Second  Edition,  Revised,  with  Additional  Chapters.  Crown  8vo,  ^s.  cloth. 

“This  volume  deals  with  what  may  be  termed  the  mechanics  of  electric  lighting,  and  is 
addressed  to  men  who  are  already  engaged  in  the  work,  or  are  training  for  it.  The  work  traverses 
a  great  deal  of  ground,  and  may  be  read  as  a  sequel  to  the  same  author’s  useful  work  on  ‘  Electric 
Light.’  ” — Electrician, 

“This  is  an  attempt  to  state  in  the  simplest  language  the  precautions  which  should  be  adopted 
in  installing  the  electric  light,  and  to  give  information  for  the  guidance  of  those  who  have  to  run  the 
plant  when  installed.  The  book  is  well  worth  the  perusal  of  the  workman,  lor  whom  it  is  written.” — 
Electrical  Review, 

“  We  have  read  this  book  with  a  good  deal  of  pleasure.  We  believe  that  the  book  will  be  ot 
use  to  practical  workmen,  who  will  not  be  alarmed  by  finding  mathematical  formulae  which  they 
are  unable  to  understand.” — Electrical  Plant, 

“  Eminently  practical  and  useful . Ought  to  be  in  the  hands  of  everyone  in  charge  of  an 

electric  light  plant.” — Electrical  Engineer, 

“  Mr.  Urquhart  has  succeeded  in  producing  a  really  capital  book,  which  we  have  no  hesitation 
in  recommending  to  working  electricians  and  electrical  engineers.” — Mechanical  World, 

Electric  Light. 

Electric  Light  :  its  Production  and  Else,  Embodying  Plain 

Directions  for  the  Treatment  of  Dynamo-Electric  Machines,  Batteries,  Accumulators, 
and  Electiic  Lamps.  By  J.  W.  Urquhart,  C.E.,  Author  of  “Electric  Light 
Fitting,”  “Electroplating,”  &c.  Fifth  Edition,  carefully  Revised,  with  Large 
Additions  and  145  Illustrations.  Crown  8vo,  "js,  6d,  cloth. 

-  “  The  whole  ground  of  electric  lighting  is  more  or  less  covered  and  explained  in  a  very  clear  and 
concise  manner.” — Electrical  Review, 

“  Contains  a  good  deal  of  very  interesting  information,  especially  in  the  parts  where  the  author  gives 
dimensions  and  working  costs.” — Electrical  Engineer. 

“A  miniature  vade-mecum  of  the  salient  facts  connected  with  the  science  of  electric  lighting.” — 
Electrician, 

“  You  cannot  for  your  purpose  h.ave  a  better  book  than  ‘  Electric  Light,’  by  Y rquhcirt."  —E ngineer. 

“The  book  is  by  far  the  best  that  we  have  yet  met  with  on  the  subject.” — At/ienanm. 

Construction  of  Dynamos. 

Dynamo  Construction  :  A  Practical  Handbook  for  the  Use  of 

Engineer  Constructors  and  Electricians-in-Charge.  Embracing  Framework  Build¬ 
ing,  Field  Magnet  and  Armature  Winding  and  Grouping,  Compounding,  &c. 
With  Examples  of  leading  English,  American,  and  Continental  Dynamos  and 
Motors.  By  J.  W.  Urquhart,  Author  of  “Electric  Light,”  “Electric  Light 
Fitting,”  &c.  With  upwards  of  100  Illustrations,  crown  8vo,  "js,  6d,  cloth. 

“  Mr.  Urquhart’s  book  is  the  first  one  which  deals  with  these  matters  in  suen  a  way  that  the  engineer¬ 
ing  student  can  understand  them.  The  book  is  very  readable,  and  the  author  leads  his  readers  up  to 
difficult  subjects  by  reasonably  simple  tests.” — Etigineering  Review, 

“The  author  deals  with  his  subject  in  a  style  so  popular  as  to  make  his  volume  a  handbook  of  great 
practical  value  to  engineer  contractors  and  electricians  in  charge  of  lighting  Installations.” —Ycij/jwrtw. 

“  ‘  Dynamo  Construction  ’  more  than  sustains  the  high  character  of  the  author’s  previous  publica¬ 
tions.  It  is  sure  to  be  widely  read  by  the  large  and  rapidly-increasing  number  of  practical  electricians.” 
—  Glasgow  Herald. 

“  A  book  for  which  a  demand  has  long  existed.” — Mechatiical  World, 


24 


CROSBY  LOCKWOOD  S OAT'S  CATALOGUE. 


A  New  Dictionary  of  Electricity. 

The  Standard  Electrical  Dictionary,  a  Popular  Die- 

tionary  of  Words  and  Terms  Used  in  the  Practice  of  Electrical  Engineering.  Con¬ 
taining  upwards  of  3,000  Definitions.  By  T.  O’Connor  Sloane,  A.M.,  Ph.D., 
Author  of  “The  Arithmetic  of  Electricity,”  &c.  &:c.  Crown  8vo,  630  pp.,  350 
Illustrations,  Js.  6d.  cloth.  [Just  published. 

“  1  he  work  has  many  attractive  features  in  it,  and  is,  beyond  doubt,  a  well  put  together  and  use¬ 
ful  publication.  The  amount  of  ground  covered  may  be  gathered  from  the  fact  that  in  the  index 
about  5, coo  references  will  be  found.  The  inclusion  of  such  comparatively  modern  words  as  ‘  im- 
pedencp,’  ‘reluctance,’  &c.,  shows  that  the  author  has  desired  to  be  up  to  date,  and  indeed  there  are 
other  indications  of  carefulness  of  compilation.  The  work  is  one  which  does  the  author  great  credit 
and  it  should  prove  of  great  value,  especially  to  students.”— E/rctrica/  Review. 

“  We  have  found  the  book  very  complete  and  reliable,  and  can,  therefore,  commend  it  heartily.” 

Mechanical  World. 

”  Very  complete  and  conta'ns  a  large  amount  of  useful  information.” — Industries. 

”  An  encyclopaedia  of  electrical  science  in  the  compass  of  a  dictionary.  The  information  given 
is  sound  and  clear.  The  book  is  well  printed,  well  illustrated,  and  well  up  to  date,  and  may  be 
confidently  recommended.” — Builder. 

“  We  hail  the  appearance  of  this  little  work  as  one  which  will  meet  a  want  that  has  been  keenly 
felt  for  some  time.  .  .  .  The  author  is  to  be  congratulated  on  the  excellent  manner  in  which  he 
has  accomplished  his  task.” — Practical  Engineer. 

“  The  volume  is  excellently  printed  and  illusirated,  and  should  form  part  of  the  library  of  every 
one  who  is  directly  or  indirectly  connected  with  electrical  matters.” — Hardware  Trade  Journal. 

Electric  Lighting  of  Ships. 

Electric  Ship-Lighting  ;  A  Handbook  on  the  Practical  Fitting 

and  Running  of  Ship’s  Electrical  Plant.  For  the  Use  of  Shipowners  and  Builders, 
Marine  Electricians,  and  Sea-going  Engineers  in  Charge.  By  J.  W.  Urquhart, 
C.E.,  Author  of  “  Electric  Light,”  &c.  With  88  Tllusts.,  crown  8vo,  ys.  Cd.  cloth. 
“  The  subject  of  ship  electric  lighting  is  one  of  vast  importance  in  these  days,  and  Mr.  Urquhart 
is  to  be  highly  complimented  for  placing  such  a  valuable  work  at  the  service  of  the  practical  marine 
electrician.” — The  Steamship. 

‘‘  Distinctly  a  bcok  which  of  its  kind  stands  almost  alone,  and  for  which  there  should  be  a 
demand.” — Electrical  Review. 

Electric  Lighting. 

The  Elementary  Principles  of  Electric  Lighting.  By 

Alan  A.  Campbell  Swinton,  Associate  I.E.E.  Third  Edition,  Enlarged  and 
Revised.  With  Sixteen  Illustrations.  Crown  8vo,  i.f.  6d.  cloth. 

“  Anyone  who  desires  a  short  and  thoroughly  clear  exposition  of  the  elementary  principles  of 
electric-lighting  cannot  do  better  than  read  this  little  work.” — Bradford  Obse7~ver. 

Dynamic  Electricity. 

The  Elements  of  Dynamic  Electricity  and  Magnetism. 

By  Dhilip  Atkinson,  A.M.,  Ph.D.,  Author  of  “Elements  of  Static  Electricity,” 
“The  Elements  of  Electric  Lighting,”  &c.  &c.  Crown  8vo,  417  pp.,  with  120 
Illustrations,  loj'.  6d.  cloth. 

Electric  Motors,  &c. 

The  Electric  Transformation  of  Power  and  its  Applica¬ 
tion  by  the  Electric  Motor,  including  Electric  Railway  Construction.  By  P. 
Atkinson,  A.M.,  Ph.D,,  Author  of  “The  Elements  of  Electric  Lighting,”  &c. 
With  96  Illustrations.  Crown  8vo,  ys.  6d.  cloth. 

Dynamo  Construction. 

How  TO  Make  a  Dynamo:  a  Practical  Treatise  for  Amateurs. 

Containing  numerous  Illustrations  and  Detailed  Instructions  for  Constructing  a 
Small  Dynamo  to  Produce  the  Electric  Light.  By  Alfred  Crofts.  Fourth 
Edition,  Revised  and  Enlarged.  Crown  8vo,  2s.  cloth. 

”  The  instructions  given  in  this  unpretentious  little  book  are  sufficiently  clear  and  explicit  to 
enable  any  amateur  mechanic  possessed  of  average  skill  and  the  usual  tools  to  be  found  in  an 
amateur’s  workshop,  to  build  a  practical  dynamo  machine.” — Electrician. 

Text-Book  of  Electricity. 

The  STUDENT’S  Text-Book  of  Electricity.  By  H.  M. 

Noad,  Ph.D.,  F.R.vS.  New  Edition.  With  Introduction  and  Additional 
Chapters  by  W.  H.  Preece,  M.I.C.E.  Crown  8vo,  I2J-.  6d.  cloth. 

Electricity. 

A  Manual  of  Electricity  :  including  Galvanism,  Magnetism, 

Dia-Magnetism,  Electro-Dynamics,  &c.  By  H.  M.  Noad,  Ph.D.,  F.R.S.  Fourth 
Edition  (1859).  8vo,  Ai  4J-.  cloth. 


ARCHITECTURE,  BUILDING,  &^c. 


25 


ARCHITECTURE,  BUILDING,  etc. 

Building  Construction. 

Practical  building  Construction  :  A  Handbook  for 

Students  Preparing  for  Examinations,  and  a  Book  of  Reference  for  Persons  En¬ 
gaged  in  Building.  By  John  Parnell  Allen,  Surveyor,  Lecturer  on  Building 
Construction  at  the  Durham  College  of  Science,  Newcastle-on-Tyne.  Medium 
8vo,  450  pages,  with  1,000  Illustrations.  \2s.  6d.  cloth.  [J-usi published. 

“  This  volume  is  one  of  the  most  complete  expositions  of  building  construction  we  have  seen.  It 
■contains  all  that  is  necessary  to  prepare  students  tor  the  various  examinations  in  building  construc¬ 
tion.” —  Building  News, 

“The  author  depends  nearly  as  much  on  his  diagrams  as  on  his  type.  The  pages  suggest  the 
‘hand  of  a  man  of  experience  in  b  lilding  operations — and  the  volume  muse  be  a  blessing  to  many 
teachers  as  well  as  to  students.”— Architect. 

“This  volume  promises  to  be  the  recognised  handbook  in  all  advanced  classes  where  building 
construction  is  taught  from  a  practical  point  of  view.  We  strongly  commend  the  book  to  the  notice  of 
all  teachers  of  building  construction.”  —  Technical  World. 

“  The  work  is  sure  to  prove  a  formidable  rival  to  great  and  small  competitors  alike,  and  bids  fair 
to  take  a  permanent  place  as  a  favourite  students’  text-book.  The  large  number  of  illustrations  deserve 
particular  mention  for  the  great  merit  they  possess  for  purposes  of  reference,  in  exactly  corresponding 
to  convenient  scales.” — Jour.  Inst.  Brit.  Archts, 

€on  Crete. 

CONCRETE:  ITS  NATURE  AND  USES.  A  Book  for  Architects, 
Builders,  Contractors,  and  Clerks  of  Works.  By  George  L.  Sutcliffe, 
A.R.I.B.  A.  350  pages,  with  numerous  Illustrations.  Crown  8vo,  ys.  6d.  cloth. 

[yust  published. 

“  The  author  treats  a  difficult  subject  in  a  lucid  manner.  The  manual  fills  a  long  fell  gap.  It  is 
careful  and  exhaustive  ;  equally  useful  as  a  student’s  guide  and  an  architect’s  book  of  reference.” — 
Journal  of  Royal  Institution  of  British  Architects. 

“  There  is  room  for  this  new  book,  which  will  probably  be  for  some  time  the  standard  work  on  the 
subject  for  a  builder’s  purpose.” — Glasgow  Herald. 

“A  thoroughly  useful  and  comprehensive  British  Architect. 

Mechanics  for  Architects. 

The  Mechanics  of  architecture  :  A  Treatise  on  Applied 

Mechanics,  especially  Adapted  to  the  Use  of  Architects.  By  E.  W.  Tarn,  M.A,  , 
Author  of  “The  Science  of  Building,”  &c.  Second  Edition,  Enlarged.  Illus¬ 
trated  with  125  Diagrams.  Crown  8vo,  ys.  6d.  cloth.  published. 

”  The  book  is  a  very  useful  and  helpful  manual  of  architectural  mechanics,  arid  really  contains 
sufficient  to  enable  a  careful  and  pa  nstaking  student  to  grasp  the  principles  bearing  upon  the  ma¬ 
jority  of  building  problems.  .  .  .  Mr.  Tarn  has  added,  by  this  volume,  to  the  debt  of  gratitude 

which  is  owing  to  him  by  architectural  students  ior  the  many  valuable  works  which  he  has  pro¬ 
duced  for  their  use.” — The  Builder. 

“  The  mechanics  in  the  volume  are  really  mechanics,  and  are  harmoniously  wrought  in  with  the 
distinctive  professional  matter  proper  to  the  subject.  The  diagrams  and  type  are  commendably 
•clear.” — The  Schoolmaster. 

The  New  Builder’s  Price  Boob,  1894. 

LOCKWOOD’S  BUILDER’S  PRICE  BOOK  FOR  1894.  A  Com¬ 
prehensive  Handbook  of  the  Latest  Prices  and  Data  for  Builders,  Architects, 
Engineers,  and  Contractors.  Re-constructed,  Re-written,  and  Greatly  Enlarged. 
By  Francis  T.  W.  Miller.  700  closely-printed  pages,  crown  8vo,  4^-.  cloth. 

”  This  book  is  a  very  useful  one,  and  should  find  a  place  in  every  English  office  connected  with 
‘the  building  and  engineering  professions.” — Industries. 

“  An  excellent  book  of  reference.” — .Architect. 

“  In  its  new  and  revised  form  this  Price  Book  is  what  a  work  of  this  kind  should  be — compre¬ 
hensive,  reliable,  well  arranged,  legible,  and  well  bound.” — British  Architect. 

Designing  Buildings. 

The  Design  of  Buildings:  Being  Elementary  Notes  on  the 

Planning,  Sanitation  and  Ornamentive  Formation  of  Structures,  based  on  Modern 
Practice.  Illustrated  with  Nine  Folding  Plates.  By  W.  Woodley,  Assistant 
Master,  Metropolitan  Drawing  Classes,  &c.  Demy  8vo,  6s.  cloth.  {PJ-ust published. 

Sir  William  Chambers’s  Treatise  on  Civil  Architecture. 

THE  Decorative  Part  of  Civil  architecture.  By  Sir 

William  Chambers,  F. R.S.  With  Portrait,  Illustrations,  Notes,  and  an 
Examination  of  Grecian  Architecture,  by  Joseph  Gwilt,  F.S.A.  Re¬ 
vised  and  Edited  by  W.  H.  Leeds.  66  Plates,  4to,  21J.  cloth. 


26 


CROSBY  LOCKWOOD  SON’S  CATALOGUE. 


Villa  Architecture. 

A  Handy  Book  of  Villa  architecture  :  Being  a  Series  of 

Designs  for  Villa  Residences  in  various  Styles.  With  Outline  Specifications  and 
Estimates.  By  C.  Wickes,  Architect,  Author  of  “The  Spires  and  Towers  of 
England,”  &c.  6i  Plates,  4to,  £i  iij".  6d.  half-morocco,  gilt  edges. 

“The  whole  of  the  designs  bear  evidence  of  their  being  the  work  of  an  artistic  architect,  and  they 
will  prove  very  valuable  and  suggestive.” — Building  Nezvs. 

Text-Book  for  Architects. 

The  ARCHITECT’S  GUIDE  :  Being  a  Text-book  of  Useful  Infor¬ 
mation  for  Architects,  Engineers,  Surveyors,  Contractors,  Clerks  of  Works,  &c. 
&c.  By  Frederick  Rogers,  Architect.  Third  Edition.  Cr.  8vo,  3^*.  6d.  cloth. 

“As  a  text-book  of  useful  information  for  architects,  engineers,  surveyors,  &c.,  it  would  be  hard  to 
find  a  handier  or  more  complete  little  volume.” — Standard. 

Taylor  and  Gresy’s  Rome. 

THE  Architectural  antiquities  of  Rome.  By  the  late 

G.  L.  Taylor,  Esq.,  F. R.I.B.A.,  and  Edward  Cresy,  Esq.  New  Edition, 
thoroughly  Revised  by  the  Rev.  Alexander  Taylor,  M.A.  (son  of  the  late  G.  L. 
Taylor,  Esq.),  Fellow  of  Queen’s  College,  Oxford,  and  Chaplain  of  Gray’s  Inn. 
Large  folio,  with  130  Plates,  ;^3  ^s.  half-bound. 

“Taylor  and  Cresy’s  work  has  from  its  first  publication  been  ranked  among  those  professional  books 
which  cannot  be  bettered.” — Architect. 

Linear  Perspective. 

Architectural  Perspective.  The  whole  Course  and  Opera¬ 
tions  of  the  Draughtsman  in  Drawing  a  Large  House  in  Linear  Perspective- 
Illustrated  by  39  Folding  Plates.  By  F.  O.  Ferguson.  8vo,  3^.  6d.  boards. 

“  It  is  the  most  intelligible  of  the  treatises  on  this  ill-ireated  subject  that  I  have  met  with.” — 
E.  Ingress  Bell,  Esq.,  the  R.I.B.A,  Journal. 

Architectural  Drawing. 

Practical  Rules  on  Drawing,  for  the  Operative  Builder 

and  Young  Student  in  Architecture.  By  George  Pyne.  With  14  Plates,  4to, 
Js.  6d.  boards. 

Vitruvius'  Architecture. 

The  Architecture  of  Marcus  Vitruvius  Pollio.  Trans¬ 
lated  by  Joseph  Gwilt,  E.S.A.,  F.R.A.S.  New  Edition,  Revised  by  the 
Translator.  With  23  Plates,  fcap.  8vo,  5^.  cloth. 

Designing,  Measuring,  and  Valuing. 

The  STUDENT’S  Guide  to  the  Practice  of  Measuring 

AND  Valuing  Artificers’  Work.  Containing  Directions  for  taking  Dimen¬ 
sions,  Abstracting  the  same,  and  bringing  the  Quantities  into  Bill,  with  Tables  of 
Constants  for  Valuation  of  Labour,  and  for  the  Calculation  of  Areas  and  Solidities. 
Originally  edited  by  Edward  Dobson,  Architect.  With  Additions  by  E.  Wynd- 
HAM  Tarn,  M.A.  Sixth  Edition.  With  8  Plates  and  63  Woodcuts.  Crown  8vo, 
Js.  6d.  cloth. 

“This  edition  will  be  found  the  most  complete  treatise  on  the  principles  of  measuring  and  valuing 
artificers’  work  that  has  yet  been  published.” — BjcUdbig  News. 

Pocket  Estimator  and  Technical  Guide. 

The  Pocket  Technical  Guide,  Measurer,  and  Estimator 

FOR  Builders  and  Surveyors.  Containing  Technical  Directions  for  Measuring 
Work  in  all  the  Building  Trades,  Complete  Specifications  for  Houses,  Roads,  and 
Drains,  and  an  Easy  Method  of  Estimating  the  parts  of  a  Building  collectively. 
By  A.  C.  Beaton.  Sixth  Edition.  Waistcoat-pocket  size,  ia  6d.  gilt  edges. 

“No  builder,  architect,  surveyor,  or  valuer  should  be  without  his  ‘  Beaton.’  ” — Building  News. 

Donaldson  on  Specifications. 

The  Handbook  of  Specifications;  or,  Practical  Guide  to 

the  Architect,  Engineer,  Surveyor,  and  Builder,  in  drawing  up  Specifications  and 
Contracts  for  Works  and  Constructions.  Illustrated  by  Precedents  of  Buildings 
actually  executed  by  eminent  Architects  and  Engineers.  By  Professor  T.  L. 
Donaldson,  P.R.I.B. A.,  &c.  New  Edition,  in  One  large  Vol.,  8vo,  with  upwards 
of  1,000  pages  of  Text,  and  33  Plates,  £i  lu.  6d.  cloth. 

“  .  .  .  Valuable  as  a  record,  and  more  valuable  still  as  a  book  of  precedents.  .  .  .  Suffice  il 

to  say  that  Donaldson’s  ‘  Handbook  of  Specifications’  must  be  bought  by  all  architects.” — Builder. 


27 


ARCHITECTURE,  BUILDING,  &-c. 


Bartholomew  and  Rogers*  Specifications. 

Specifications  for  Practical  architecture,  a  Guide  to 

the  Architect,  Engineer,  Surveyor,  and  Builder.  With  an  Essay  on  the  Structure 
and  Science  of  Modern  Buildings.  Upon  the  Basis  of  the  Work  by  Alfred 
Bartholomew,  thoroughly  Revised,  Corrected,  and  greatly  added  to  by  Frederick 
Rogers,  Architect.  Third  Edition,  Revised,  with  Additions.  With  numerous 
Illustrations,  medium  8vo,  15^.  cloth. 

“  The  collection  of  specifications  prepared  by  Mr.  Rogers  on  the  basis  of  Bartholomew’s  work  is  toO' 
well  known  to  need  any  recommendation  from  us.  It  is  one  of  the  books  with  which  every  young  archi¬ 
tect  must  be  equipped.” — Architect, 

Construction. 

The  Science  of  Building:  An  Elementary  Treatise  on  the 

Principles  of  Construction.  By  E.  Wyndham  Tarn,  M.A.,  Architect.  Third 
Edition,  Revised  and  Enlarged,  with  59  Engravings.  Fcap.  8vo,  41.  cloth. 

“A  very  valuable  book,  which  we  strongly  recommend  to  all  Builder. 

House  Building  and  Repairing. 

The  HOUSE-OWNER’S  ESTIMATOR;  or,  What  will  it  Cost  to 

Build,  Alter,  or  Repair?  A  Price  Book  for  Unprofessional  People,  as  well  as 
the  Architectural  Surveyor  and  Builder.  By  J.  D.  Simon.  Edited  by  F.T.  W. 
Miller,  A. R. I. B. A.  Fourth  Edition.  Crown  8vo,  3J‘.  6d.  cloth. 

“  In  two  years  it  will  repay  its  cost  a  hundred  times  over.” — Field. 

Cottages  and  Villas, 

Country  and  Suburban  Cottages  and  Villas  :  How  to 

Plan  and  Build  Them.  Containing  33  Plates,  with  Introduction,  General 
Explanations,  and  Description  of  each  Plate.  By  James  W.  Bogue,  Architect^ 
Author  of  “Domestic  Architecture,”  (See.  4to,  loj.  6d.  cloth. 

Building ;  Ciuil  and  Ecclesiastical. 

A  Book  on  building,  Civil  and  Ecclesiastical,  including  Church 

Restoration  ;  with  the  Theory  of  Domes  and  the  Great  Pyramid,  &c.  By  Sir 
Edmund  Beckett,  Bart.,  LL.D.,  F.R.A.S.  Second  Edition.  Fcap.  8vo,  5^.  cloth. 
“  A  book  which  is  always  amusing  and  nearly  always  instructive.” — The  Times. 

Sanitary  Houses,  etc. 

The  Sanitary  Arrangements  of  Dwelling-Houses.  By 

A.  T.  Wallis  Tayler,  A.  M.  Inst.  C.E.  Crown  8vo,  with  numerous  Illustra¬ 
tions.  {In  the  press. 

Ventilation  of  Buildings. 

Ventilation,  a  Text-Book  to  the  Practice  of  the  Art  of  Venti¬ 

lating  Buildings.  By  W.  P.  Buchan,  R.P.  i2mo,  4^-.  cloth. 

“  Contains  a  great  amount  of  useful  practical  information,  as  thoroughly  interesting  as  it  is  techni¬ 
cally  roXiahle.'  ”  —  British  Architect. 

The  Art  of  Plumbing. 

Plumbing,  a  Text-Book  to  the  Practice  of  the  Art  or  Craft  of  the 

Plumber.  By  W.  P.  Buchan,  R.P.  Sixth  Edition,  Enlarged.  i2mo,  4s.  cloth. 

“  A  text  book  which  may  be  safely  put  in  the  hands  of  every  young  plumber.” — Builder. 

Geometry  for  the  Architect,  Engineer,  &c. 

Practical  Geometry,  for  the  Architect,  Engineer,  and  Mechanic. 

Giving  Rules  for  the  Delineation  and  Application  of  various  Geometrical  Lines, 
Figures,  and  Curves.  By  E.  W.  Tarn,  M.A.,  Architect.  8vo,  9X.  cloth. 

“  No  book  with  the  same  objects  in  view  has  ever  been  published  in  which  the  clearness  of  the  rules 
aid  down  and  the  illustrative  diagrams  have  been  so  satisfactory.” — Scotsman. 

The  Science  of  Geometry. 

The  Geometry  of  Compasses;  or.  Problems  Resolved  by  the 

mere  Description  of  Circles,  and  the  use  of  Coloured  Diagrams  and  Symbols.  By 
Oliver  Byrne.  Coloured  Plates.  Crown  8vo,  3^^.  6d.  cloth. 


CROSS  V  LOCKWOOD  SON’S  CATALOGUE. 


s8 


CARPENTRY,  TIMBER,  etc. 

Iredgold’s  Carpentry,  Revised  and  Enlarged  by  Tarn. 

The  Elementary  Principles  of  Carpentry:  a  Treatise 

on  the  Pressure  and  Equilibrium  of  Timber  Framing,  the  Resistance  of  Timber, 
and  the  Construction  of  Floors,  Arches,  Bridges,  Roofs,  Uniting  Iron  and 
Stone  with  Timber,  &c.  To  which  is  added  an  Essay  on  the  Nature  and  Pro¬ 
perties  of  Timber,  &c.,  with  Descriptions  of  the  kinds  of  Wood  used  in  Building; 
also  numerous  Tables  of  the  Scantlings  of  Timber  for  different  purposes,  the  Specific 
Gravities  of  Materials,  &c.  By  Thomas  Tredgold,  C.E.  With  an  Appendix 
of  Specimens  of  Various  Roofs  of  Iron  and  Stone,  Illustrated.  Seventh  Edition, 
thoroughly  Revised  and  considerably  Enlarged  by  E.  Wyndham  Tarn,  M.A., 
Author  of  “  The  Science  of  Building,”  &c.  With  6i  Plates,  Portrait  of  the  Author, 
and  several  Woodcuts.  In  One  large  Vol.,  4to,  2^s.  cloth. 

Ought  to  be  in  every  architect’s  and  every  builder’s  library.” — Builder. 

“  A  work  whose  monumental  excellence  must  commend  it  wherever  skilful  carpentry  is  concerned. 
The  author’s  principles  are  rather  confirmed  than  impaired  by  time.  The  additional  plates  are  of  great 
intrinsic  value.” — Building  News. 

Woodworking  Machinery. 

Woodworking  machinery:  its  Rise,  Progress,  and  Con¬ 
struction.  With  Hints  on  the  Management  of  Saw  Mills  and  the  Economical  Con¬ 
version  of  Timber.  Illustrated  with  Examples  of  Recent  Designs  by  leading  English, 
French,  and  American  Engineers.  ByM.  Powis  Bale,  A.  M. Inst.  C.E. ,  M.I.M.E. 
Second  Edition,  Revised,  with  la-ge  Addition.*^,  large  crown  8vo,  440  pages,  gs. 
cloth.  \y^tst  published. 

“  Mr.  Bale  is  evidently  an  expert  on  the  subject,  and  he  has  collected  so  much  information  that  his 
•book  is  all-sufficient  for  builders  and  others  engaged  in  the  conversion  of  timber.” — Architect. 

‘‘  The  most  comprehensive  compendium  of  wood-working  machinery  we  have  seen.  The  author  is  a 
■thorough  master  of  his  subject.” — Buildi7ig  Ne^vs. 

Saw  Mills. 

Saw  Mills  :  Their  Arrangement  and  Management,  and  the 
Economical  Conversion  of  Timber.  (A  Companion  Volume  to  “Woodworking 
Machinery.”)  By  M.  Powis  Bai.e.  Crown  8vo,  loj-.  6d.  cloth. 

“The  acini  dstration  of  a  large  sawing  establishment  is  discussed,  and  the  subject  examined  from  a 
■financial  standpoint.  Hence  the  size,  shape,  order,  and  disposition  of  saw-mills  and  the  like  are  gone  into 
>in  detail,  and  the  course  of  the  timber  is  traced  from  its  reception  to  its  delivery  in  its  converted  state. 
We  could  not  desire  a  more  complete  or  practical  treatise.” — Builder. 

<^\lic  hoi  son's  Carpentry. 

The  CARPENTER’S  NEW  GUIDE  ;  or.  Book  of  Lines  for  Car¬ 
penters  ;  comprising  all  the  Elementary  Principles  essential  for  acquiring  a  knowledge 
of  Carpentry.  Founded  on  the  late  Peter  Nicholson’s  standard  work.  A  New 
Edition,  Revised  by  Arthur  Ashpitel,  F.S.A.  Together  wfith  Practical  Rules 
on  Drawing,  by  George  Pyne.  With  74  Plates,  4to,  £1  is.  cloth. 

Handrailing  and  Stairbuilding. 

A  Practical  Treatise  on  Handrailing:  Showing  New 

and  Simple  Methods  for  Finding  the  Pitch  of  the  Plank,  Drawing  the  Mould.s, 
Bevelling,  Tointing-up,  and  Squaring  the  Wreath.  By  George  Collings. 
Second  Edition,  Revised  and  Enlarged,  to  which  is  added  A  Treatise  on  Stair- 
BUiLniNG.  With  Plates  and  Diagrams.  i2mo,  2s.  6d.  cloth  limp. 

“  Will  be  found  of  practical  utility  in  the  execution  of  this  difficult  b’-anch  of  joinery.” — Builder. 

“  Almost  every  difficult  phase  of  this  somewhat  intricate  branch  of  joinery  is  elucidated  by  the  aid 
■of  plates  and  explanatory  letterpress.” — Furniture  Gazette. 

Circular  Work. 

Circular  work  in  Carpentry  and  Joinery:  a  Prac¬ 
tical  Treatise  on  Circular  Work  of  Single  and  Double  Curvature.  By  George 
Collings.  With  Diagrams.  Second  Edition,  i2mo,  2s.  6d.  cloth  limp. 

“  An  excellent  example  of  what  a  book  of  this  kind  should  be.  Cheap  in  price,  clear  in  definition, 
and  practical  in  the  examples  selected.’'  —  Bi^ilder, 

Handrailing. 

Handrailing  Complete  in  Eight  Lessons.  On  the  Square- 

Cut  System.  By  J.  S.  Goldthorp,  Teacher  of  Geometry  and  Building  Construc¬ 
tion  at  the  Halifax  Mechanic’s  Institute.  With  Eight  Plates  and  over  150  Practical 
Exercises.  4to,  y.  6d.  cloth. 

“  Likely  to  be  of  considerable  value  to  joiners  and  others  who  take  a  pride  in  good  work.  The 
•  arrangement  of  the  book  is  excellent.  We  heartily  commend  it  to  teachers  and  students.” — Timber 
Tirades  Journal, 


CARPENTRY,  TIMBER, 


Timber  Merchant’s  Companion. 

The  Timber  merchant’s  and  Builder’s  Companion.  Con¬ 
taining  New  and  Copious  Tables  of  the  Reduced  Weight  and  Measurement  of 
Deals  and  Battens,  of  all  sizes,  from  One  to  a  Thousand  Pieces,  and  the  relative 
Price  that  each  size  bears  per  Lineal  Foot  to  any  given  Price  per  Petersburgh  Stan¬ 
dard  Hundred  ;  the  Price  per  Cube  Foot  of  Square  Timber  to  any  given  Price  pei' 
Load  of  50  Feet  ;  the  proportionate  Value  of  Deals  and  Battens  by  the  Standard,  to- 
Square  Timber  by  the  Load  of  50  Feet ;  the  readiest  mode  of  ascertaining  the  Price 
of  Scantling  per  Lineal  Foot  of  any  size,  to  any  given  Figure  per  Cube  Foot,  &c.  &c. 
By  William  Dowsing.  Fourth  Edition,  Revised  and  Corrected.  Cr.  8vo,  3^.  cloth. 

“  Everything  is  as  concise  and  clear  as  it  can  possibly  be  made.  There  can  be  no  doubt  that  every 
timber  merchant  and  builder  ought  to  possess  it.’’—  Hull  Advertiser. 

“We  are  glad  to  see  a  fourth  edition  of  these  admirable  tables,  which  for  correctness  and  simplicity  of' 
arrangement  leave  nothing  to  be  desired.” — Tirtiber  Trades'  Jourual. 

Practical  Timber  Merchant 

The  Practical  Timber  Merchant  :  Being  a  Guide  for  the  use 

of  Building  Contractors,  Surveyors,  Builders,  &c.,  comprising  useful  Tables  for  all 
purposes  connected  with  the  Timber  Trade,  Marks  of  Wood,  Essay  on  the  Strength- 
of  Timber,  Remarks  on  the  Growth  ofTimber,  St.c.  By  W.  Richardson.  Fcap. 
8vo,  35-.  6d.  cloth. 

“This  handy  manual  contains  much  valuable  information  for  the  use  of  timber  merchants,  builders, 
foresters,  and  all  others  connected  with  the  growth,  sale,  and  manufacture  of  timber.’’ — Jourtial  of  Forestry.. 

Timber  Freight  Booh. 

The  Timber  Merchant’s,  Saw  Miller’s,  and  Importer’s- 

Freight  Book  and  Assistant.  Comprising  Rules,  Tables,  and  Memoranda 
relating  to  the  Timber  Trade.  By  William  Richardson,  Timber  Broker  ;  together 
with  a  Chapter  on  Speeds  of  Saw  Mill  Machinery  by  M.  Powis  Bale 
M.I.M.E.,  &c.  i2mo,  3r.  6d.  cloth  boards 

“  A  very  useful  manual  of  rules,  tables,  and  memoranda  relating  to  the  timber  trade.  We  recom¬ 
mend  it  as  a  compendium  of  calculation  to  all  timber  measurers  and  merchants,  and  as  supplying  a  real’ 
want  m  the  trade.” — Buildhig  News. 

Packing-Case  Mahers,  Tables  for. 

Packing-Case  Tables;  showing  the  number  of  Superficial  Feet 

in  Boxes  or  Packing-Cases,  from  six  inches  square  and  upwards.  By  W.  RICHARD¬ 
SON,  Timber  Broker.  Third  Edition.  Oblong  qto,  3^.  6d.  cloth. 

“  Invaluable  labour-saving  tables.” — Ironmonger.  “  Will  save  much  labour  and  calculation.” — Grocer.. 

Superficial  Measurement. 

The  TRADESMAN’S  GUIDE  TO  SUPERFICIAL  MEASUREMENT. 

Tables  calculated  from  I  to  200  inches  in  length,  by  i  to  108  inches  in  breadth. 
For  the  use  of  Architects,  Surveyors,  Engineers,  Timber  Merchants,  Builders,  &c.. 
By  James  Hawkings.  Fourth  Edition.  P'cap.,  3^-.  6d.  cloth. 

“  A  useful  collection  of  tables  to  facilitate  rapid  calculation  of  surfaces.  The  exact  area  of  any 
surface  of  w-hich  the  limits  have  been  ascertained  can  be  instantly  determined.  The  book  will  be  foundi 
of  the  greatest  utility  to  all  engaged  in  building  operations.” — Scotsman. 

“  These  tables  will  be  found  of  great  assistance  to  all  who  require  to  make  calculations  in  superficial' 
measurement.” — English  Mechanic. 

Forestry. 

The  Elements  of  Forestry.  Designed  to  afford  information- 

concerning  the  Planting  and  Care  of  Forest  Trees  for  Ornament  or  Profit,  with 
suggestions  upon  the  Creation  and  Care  of  Woodlands.  By  F.  B.  Hough.  Large 
crown  8vo,  loj.  cloth. 

Timber  Importer’s  Guide. 

The  Timber  Importer’s,  Timber  Merchant’s,  and  Builder’s 

Standard  Guide.  By  Richard  E.  Grandy.  Comprising: — An  Analysis  of 
Deal  Standards,  Home  and  Foreign,  with  Comparative  Values  and  Tabular 
Arrangements  for  fixing  Net  Landed  Cost  on  Baltic  and  North  American  Deals, 
including  all  intermediate  Expenses,  Freight,  Insurance,  &c.  &c.  ;  together  with 
copious  Information  for  the  Retailer  and  Builder.  Third  Edition,  Revised.  i2mo, 
2s.  cloth  limp. 

“  Everything  it  pretends  to  be :  built  up  gradually,  it  leads  one  from  a  forest  to  a  treenail,  and  throws 
in,  as  a  makeweight,  a  host  of  material  concerning  bricks,  columns,  cisterns,  &c.” — English  Mechanic. 


30 


CROSBY  LOCKWOOD  SON'S  CATALOGUE. 


DECORATIVE  ARTS,  etc. 


Woods  and  Marbles,  Imitation  of. 

School  of  Painting  for  the  Imitation  of  Woods  and 

MARBLES,  as  Taught  and  Practised  by  A.  R.  Van  DER  Burg  and  P.  Van  der 
Burg,  Directors  of  the  Rotterdam  Painting  Institution.  Royal  folio,  i8|  by  12^ 
in.,  Illustrated  with  24  full-size  Coloured  Plates;  also  12  plain  Plates,  comprising 
154  Figures.  Second  and  Cheaper  Edition.  Price ;i^i  iij".  6d. 


List  of 

I.  Various  Tools  Required  for  Wood 
Painting. — 2,3.  Walnut;  Preliminary  Stages 
OF  Graining  and  Finished  Specimen. — 4.  Tools 
Used  for  Marble  Painting  and  Method  of 
Manipulation.  —  5,  6.  St.  Remi  Marble; 
Earlier  Operations  and  Finished  Specimen. 
— 7.  Methods  of  Sketching  Different  Grains, 
Knots,  &c.— 8,  9,  Ash:  Preliminary  Stages 
AND  Finished  Specimen. — 10.  Methods  of 
Sketching  Marble  Grains.— ii,  12.  Breche 
Marble;  Preliminary  Stages  of  Working 
.AND  Finished  Specimen. — 13.  Maple;  Me¬ 
thods  OF  Producing  the  Different  Grains. 
— 14,  15.  Bird’s-Eye  Maple;  Preliminary 
Stages  and  Finished  Specimen. — if'.  Methods 
OF  Sketching  the  Different  Species  of 
White  Marble.— 17,  18.  White  Marble  ;  Pre- 


Plates. 

I  LiMiNARY  Stages  of  Process  and  Finished 
Specimen. — 19.  Mahogany;  Specimens  of  Vari¬ 
ous  Grains  and  Methods  of  Manipulation. — 
20,  21.  Mahogany  ;  Earlier  Stages  and 
Finished  Specimen.— 22,23, 24.  Sienna  Marble  ; 
'  Varieties  of  Grain,  Preliminary  Stages  and 
i  Finished  Specimen.— 25,  26, 27.  Juniper  Wood  ; 

!  Methods  OF  Producing  Grain,  &c.;  Prelimi¬ 
nary  Stages  and  Finished  Specimen. — 28,  29 
30.  Vert  de  Mer  Marble;  Varieties  of 
Grain  and  Methods  of  Working,  Unfinished 
AND  Finished  Specimens. — 31,  32,  33.  Oak  ; 
Varieties  of  Grain,  Tools  Employed  and 
I  Methods  of  Manipulation,  Preliminary 
I  Stages  and  Finished  Specimen. — 34,  35,  36 
I  Waulsort  Marble;  Varieties  of  Grain 
Unfinished  and  Finished  Specimens. 


“Those  who  desire  to  attain  skill  in  the  art  of  painting  woods  and  marbles  will  find  advantage  in 
consultiii.g  this  book._  .  .  .  Some  of  the  Working  Men’s  Clubs  should  give  their  young  men  the 

opportunity  to  study  it.” — Btnhier. 

“  A  comprehensive  guide  to  the  art.  The  explanations  of  the  processes,  the  manipulation  and  manage¬ 
ment  of  the  colours,  and  the  beautifully  executed  plates  will  not  be  the  least  valuable  to  the  student  who 
aims  at  making  his  work  a  faithful  transcript  of  nature.” — Building  News. 


Wall  Paper. 

Wall  Paper  Decoration.  By  Arthur  Seymour  Jennings, 

Author  of  “  Practical  Paper  Hanging.”  With  numerous  Illustrations.  Demy  8vo. 

[Ln  fi'eparation, 

House  Decoration. 

Elementary  Decoration:  a  Guide  to  the  Simpler  Forms  of 

Everyday  Art.  Together  with  PRACTICAL  HOUSE  DECORATION.  By  James  W. 
Facey.  With  numerous  Illustrations.  In  One  Vol.,  54-.  strongly  half-bound. 

House-Painting,  Graining,  etc. 

House-Painting,  Graining,  Marbling,  and  Sign  Writing, 

A  Practical  Manual  of.  By  Ellis  A.  Davidson.  Sixth  Edition.  With  Coloured 
Plates  and  Wood  Engravings.  i2mo,  64-.  cloth  boards. 

“  A  mass  of  information,  of  use  to  the  amateur  and  of  value  to  the  practical  man.” — English  Mechanic. 

Decorators,  Receipts  for. 


The  DECORATOR’S  ASSISTANT  :  A  Modern  Guide  to  Decora¬ 
tive  Artists  and  Amateurs,  Painters,  Writers,  Gilders,  &c.  Containing  upwards  of 
600  Receipts,  Rules  and  Instructions  ;  with  a  variety  of  Information  for  General 
Work  connected  with  every  Class  of  Interior  and  Exterior  Decorations,  &c. 
Fifth  Edition,  Revised.  152  pp.,  crown  8vo,  14'.  in  wrapper.  ’  ’ 

“  Full  of  receipts  of  value  to  decorators,  painters,  gilders,  &c.  The  book  contains  the  gist  of  larger 
treatises  on  colour  and  technical  processes.  It  would  be  difficult  to  meet  with  a  work  so  full  of  varied 
information  on  the  painter’s  art.” — Building  News. 


Moyr  Smith  on  Interior  Decoration. 

Ornamental  Interiors,  Ancient  and  Modern.  By  j.  Moyr 

Smith.  Super-royal  8vo,  with  Thirty-two  full-page  Plates  and  numerous  smaller 
Illustrations,  handsomely  bound  in  cloth,  gilt  top,  184'. 

“The  book  is  well  illustrated  and  handsomelv  got  up,  and  contains  some  true  criticism  and  a  good 
many  good  examples  of  decorative  treatment.  — The  Bznlder.  “ 


DECORATIVE  ARTS,  qt-c. 


31 


British  and  Foreign  Marbles. 

Marble  Decoration  and  the  Terminology  of  British  and  Foreign 

Marbles.  A  Handbook  for  Students.  By  George  H.  Blagrove,  Author  of 
“Shoring  and  its  Application,”  &c.  With  28  Illustrations.  Cr.  8vo,  3^'.  6d.  cloth. 

“This  most  useful  and  much  wanted  handbook  should  be  in  the  hands  of  every  architect  and 
builder.’’ — Building  World. 

“  A  carefully  and  usefully  written  treatise ;  the  work  is  essentially  practical.” — Scotsman. 

Marble  Working,  etc. 

Marble  and  Marble  Workers:  a  Handbook  for  Architects, 

Artists,  Masons,  and  Students.  By  Arthur  Lee,  Author  of  “A  Visit  to  Carrara,” 
“The  Working  of  Marble,”  &c.  Small  crown  8vo,  2s.  cloth. 

“  A  really  valuable  addition  to  the  technical  literature  of  architects  and  masons.’’ — Building  News. 


DELAMOTTE'S  WORKS  ON  ILLUMINATION  AND  ALPHABETS. 


A  PRIMER  OF  THE  ART  OF  ILLUMINATION,  for  the  Use  of  Beginners; 
with  a  Rudimentary  Treatise  on  the  Art,  Practical  Directions  for  its  Exercise, 
and  Examples  taken  from  Illuminated  MSS.,  printed  in  Gold  and  Colours.  By 
F.  Delamotte.  New  and  Cheaper  Edition.  Small  4to,  6s.  ornamental  boards. 

“The  examples  of  ancient  MSS.  recommended  to  the  student,  which,  with  much  good  sense,  the 
author  chooses  from  collections  accessible  to  all,  are  selected  with  judgment  and  knowledge,  as  well  as 
taste.  ” — A  theticeum. 

Ornamental  Alphabets,  Ancient  and  Mediaeval,  from  the  Eighth 

Century,  with  Numerals  ;  including  Gothic,  Church-Text,  large  and  small,  German, 
Italian,  Arabesque,  Initials  for  Illumination,  Monograms,  Crosses,  &c.  &c.,  for  the 
use  of  Architectural  and  Engineering  Draughtsmen,  Missal  Painters,  Masons, 
Decorative  Painters,  Lithographers,  Engravers,  Carvers,  &c.  &c.  Collected  and 
Engraved  by  F.  Delamotte,  and  printed  in  Colours.  New  and  Cheaper  Edition. 
Royal  8vo,  oblong,  2s.  6d.  ornamental  boards. 

“For  those  who  insert  enamelled  sentences  round  gilded  chalices,  who  blazon  shop  legends  over  shop- 
doors,  who  letter  church  walls  with  pithy  sentences  from  the  Decalogue,  ttiis  book  will  be  useful.” — 
A  thence  um. 

% 

Examples  of  modern  Alphabets,  Plain  and  Ornamental, 

including  German,  Old  English,  Saxon,  Italic,  Perspective,  Greek,  Hebrew,  Court 
Hand,  Engrossing,  Tuscan,  Riband,  Gothic,  Rustic,  and  Arabesque ;  with  several 
Original  Designs,  and  an  Analysis  of  the  Roman  and  Old  English  Alphabets,  large 
and  small,  and  Numerals,  for  the  use  of  Draughtsmen,  Surveyors,  Masons,  Decora¬ 
tive  Painters,  Lithographers,  Engravers,  Carvers,  &c.  Collected  and  Engraved  by 
F.  Delamotte,  and  printed  in  Colours.  New  and  Cheaper  Edition.  Royal  8vo, 
oblong,  2s.  6d.  ornamental  boards. 

‘  ‘  There  is  comprised  in  it  every  possible  shape  into  which  the  letters  of  the  alphabet  and  numerals  can 
be  formed,  and  the  talent  which  has  been  expended  in  the  conception  of  the  various  plain  and  ornamental 
tetters  is  wonderful.” — Standard. 

MEDi/EVAL  Alphabets  and  Initials  for  Illuminators. 

By  F.  G.  Delamotte.  Containing  21  Plates  and  Illuminated  Title,  printed  in 
Gold  and  Colours.  With  an  Introduction  by  J.  Willis  Brooks.  Fourth  and 
Cheaper  Edition.  Small  4to,  4^.  ornamental  boards. 

“  A  volume  in  which  the  letters  of  the  alphabet  come  forth  glorified  in  gilding  and  all  the  colours  of 
the  prism  interwoven  and  intertwined  and  intermingled.” — Suti. 

The  EMBROIDERER’S  BOOK  OF  DESIGN.  Containing  Initials, 

Emblems,  Cyphers,  Monograms,  Ornamental  Borders,  Ecclesiastical  Devices, 
Medimval  and  Modern  Alphabets,  and  National  Emblems.  Collected  by  F.  Dela¬ 
motte,  and  printed  in  Colours.  Oblong  royal  8vo,  is.  6d.  ornamental  wrapper. 

“  The  book  will  be  of  great  assistance  to  ladies  and  young  children  who  are  endowed  with  the  art  of 
plying  the  needle  in  this  most  ornamental  and  useful  pretty  work.” — Bast  Anglian  Times. 

Wood  Carving. 

INSTRUCTIONS  IN  WOOD-CARVING  FOR  AMATEURS;  with  Hints 
on  Design.  By  A  Lady.  With  Ten  Plates.  New  and  Cheaper  Edition.  Crown 
8vO,  2s.  in  emblematic  wrapper. 

“  The  handicraft  of  the  wood-carver,  so  well  as  a  book  can  impart  it,  may  be  learnt  from  ‘A  Lady’s 
publication.’’ — Athencettm. 


32 


C/aOSBV  LOCKWOOD  SON'S  CATALOGUE. 


NATURAL  SCIENCE,  etc. 

The  Heavens  and  their  Origin. 

The  Visible  Universe  :  Chapters  on  the  Origin  and  Construc¬ 
tion  of  the  Heavens.  By  J.  E.  Gore,  F.R.A.S.,  Author  of  “Star  Groups,”  &C.. 
Illustrated  by  6  Stellar  Photographs  and  12  Plates.  Demy  8vo,  lbs.  cloth. 

“  A  valuable  and  lucid  summary  of  recent  astronomical  theory,  rendered  more  valuable  and  attractive 
by  a  series  of  stellar  photographs  and  other  illustrations.” — T/ie  Tivies. 

“In  presenting  a  clear  and  concise  account  of  the  present  state  of  our  knowledge,  Mr.  Gore  has- 
made  a  valuable  addition  to  the  literature  of  the  subject.” — .Nature. 

“  Mr.  Gore’s  ‘  Visible  Universe  ’  is  one  of  the  finest  works  on  astronomical  science  that  has  recently 
appeared  in  our  language.  In  spirit  and  in  method  it  is  scientific  from  cover  to  cover,  but  the  style  is  so- 
clear  and  attractive  that  it  will  be  as  acceptable  and  as  readable  to  those  who  make  no  scientific  preten¬ 
sions  as  to  those  who  devote  themselves  sj.  ecially  to  matters  astronomical.” — Leeds  Mercury. 

“  As  interesting  as  a  novel,  and  instructive  withal ;  the  text  being  made  still  more  luminous  by 
stellar  photographs  and  other  illustrations.  .  .  .  A  most  valuable  book.” — Mattchester  Nxaniiner. 

The  Constellations. 

Star  Groups  :  A  Student’s  Guide  to  the  Constellations.  By  J. 

Ellard  Gore,  F.R.A.S.,  M.R.I.A.,  &c.,  Author  of  “The  Visible  Universe,”' 
“The  Scenery  of  the  Heavens.”  With  30  Maps.  Small  4to,  5^.  cloth,  silvered. 

“  A  knowledge  of  the  principal  constellations  visible  in  our  latitudes  may  be  easily  acquired  from- 
the  thirty  maps  and  accompanying  text  contained  in  this  v/orV."  —  Nature. 

“The  volume  contains  thirty  maps  showing  stars  of  the  sixth  magnitude — the  usual  naked-eye  limits 
—  and  each  is  accompanied  by  a  brief  commentary,  adapted  to  facilitate  recognition  and  bring  to  notice 
objects  of  special  interest.  For  the  purpose  of  a  preliminary  survey  of  the  ‘  midnight  pomp  ’  of  ftie 
heavens,  noth'ng  could  be  better  than  a  set  of  delineations  averaging  scarcely  twenty  square  inches  in- 
area,  and  including  nothing  that  cannot  at  once  be  identified.”  —Saturday  Review. 

“  A  very  compact  and  handy  guide  to  the  constellations.”  — .<4 

Astronomical  Terms. 

An  Astronomical  Glossary  ;  or,  Dictionary  of  Terms  used  in 

Astronomy.  With  Tables  of  Data  and  Lists  of  Remarkable  and  Interesting 
Celestial  Objects.  By  J.  Ellard  Gore,  F.R.A.S.,  Author  of  “The  Visible 
Universe,”  &c.  Small  crown  8vo,  2s.  6d.  cloth. 

“A  very  useful  little  work  for  beginners  in  astronomy,  and  not  to  be  despised  by  more  advanced- 
students.” —  The  Times. 

“A  very  handy  book  .  .  .  the  utility  of  which  is  much  increased  by  its  valuable  tables  of  astro¬ 
nomical  data.”—  The  Atheuaum. 

“Astronomers  of  all  kinds  will  be  glad  to  have  it  for  reference.”— Guardian. 

The  Microscope. 

The  Microscope  :  its  Construction  and  Management.  Including 

Technique,  Photo-micrography,  and  the  Past  and  Future  of  the  Microscope.  By 
Dr.  Henri  van  Heurck,  Director  of  the  Antwerp  Botannical  Gardens.  English 
Edition,  Re-Edited  and  Augmented  by  the  Author  from  the  Fourth  French  Edition, 
and  Translated  by  Wynne  E.  Baxter,  F.R.M.S.,  F.G.S.,  &c.  About  400  pages, 
with  Three  Plates  and  upwards  of  250  Woodcuts,  imp.  8vo,  i8j.,  cloth  gilt. 

“This  is  a  translation  of  a  well-known  work,  at  once  popular  and  comprehensive,  on  the  structure, 
mechanism,  and  use  of  the  microscope.” — Times. 

“  The  translation  is  as  felicitous  as  it  is  accurate.” — Nature. 

Astronomy. 

Astronomy.  By  the  late  Rev.  Robert  Main,  M. a.,  F.R.S.  Third 

Edition,  Revised  by  William  Thynne  Lynn,  B.A.,  F.R.  A. S.,  formerly  of  the 
Royal  Observatory,  Greenwich.  121110,  2s.  cloth  limp. 

“A  sound  and  simple  treatise,  very  carefully  edited,  and  a  capital  book  for  beginners.” — Knowledge. 
“  Accurately  brought  down  to  the  requirements  of  the  present  time  by  Mr.Lynn.” — Educational  Times.. 

Recent  and  Fossil  Shells, 

A  Manual  of  the  MOLLUSCA  :  Being  a  Treatise  on  Recent  and 

Fossil  Shells.  By  S.  P.  Woodward,  A.L. S.,  F.G.S.,  late  Assistant  Palteontologisll 
in  the  British  Museum.  With  an  Appendix  on  Recent  and  Fossil  Conchologi- 
CAL  Discoveries  by  Ralph  Tate,  A.I..S.,  F.G.S.  Illustrated  by  A.  N.  Water- 
house  and  Joseph  Wilson  Lowry.  With  23  Plates  and  upwards  of  300 
Woodcuts.  Reprint  of  Fourth  Edition  (1880).  Crown  8vo,  7^.  6d.  cloth. 

‘  A  most  valuable  storehouse  of  conchological  and  geological  information.” — Science  Gossip. 

Geology  and  Genesis. 

The  Twin  Records  of  Creation;  or  Geology  and  Genesis, 

their  Perfect  Harmony  and  Wonderful  Concord.  By  G.  W.  V.  le  Vaux.  8vo,  5J.  cl. 

“A  valuable  contribution  to  the  evidences  of  Revelation,  and  disposes  very  conclusively  of  the  argu¬ 
ments  of  those  who  would  set  God’s  Works  against  God’s  Word.  No  real  difficulty  is  shirked,  and  np 
sophis'ry  is  left  unexposed.” — The  Reck. 


NATURAL  SCIENCE, 


33 


DR.  LARDNER^S  COURSE  OF  NATURAL  PHILOSOPHY. 

The  Handbook  of  mechanics.  Enlarged  and  almost  re-written 

by  Benjamin  Loewy,  F.R.A. S.  With  378  Illustrations.  Post  8vo,  6s.  cloth. 

“  The  perspicuity  of  the  original  has  been  retained,  and  chapters  which  had  become  obsolete  have 
been  replaced  by  others  of  more  modern  character.  'I'he  explanations  throughout  are  studiously  popular, 
and  care  has  been  taken  to  show  the  application  of  the  various  branches  of  physics  to  the  industrial  arts, 
and  to  the  practical  business  of  life.” — Miniiig;  Journal. 

“  Mr.  Loewy  has  carefully  revised  the  book,  and  brought  it  up  to  modern  requirements.” — Nature. 
“  Natural  philosophy  has  had  few  exponents  more  able  or  better  skilled  in  the  art  of  popularising  the 
subject  than  Dr.  Lardner  :  and  Mr.  Loewy  is  doing  good  service  in  fitting  this  treatise,  and  the  others 
of  the  series,  for  use  at  the  present  time.” — Scotsjnan. 

The  Handbook  of  Hydrostatics  and  pneumatics.  New 

Edition,  Revised  and  Enlarged  by  Benjamin  Loewy,  F.R.A. S.  With  236 
Illustrations.  Post  8vo,  5l  cloth. 

“  For  those  ‘who  desire  to  attain  an  accurate  knowledge  of  physical  science  without  the  profound 
methods  of  mathematical  investigation,’  this  work  is  not  merely  intended,  but  well  adapted.” — Chemical 
News.  ^ 

“The  vmume  before  us  has  been  carefully  edited,  augmented  to  nearly  twice  the  bulk  of  the  former 
edition,  and  all  the  most  recent  matter  has  been  added.  .  .  .  It  is  a  valuable  text-book.” — Nature. 

‘‘  Candidates  for  pass  examinations  will  find  it,  we  think,  specially  suited  to  their  requirements.” — 
English  Mechanic. 

The  Handbook  of  Heat.  Edited  and  almost  entirely  re-written 

by  Benjamin  Loewy,  F.R.A. S.,  «S:c.  117  Illustrations.  Post  8vo,  6s.  cloth. 

“The  style  is  always  clear  and  precise,  and  conveys  instruction  without  leaving  any  cloudiness  or 
lurking  doubts  behind.” — Engineeri)ig. 

“  A  most  exhaustive  book  on  the  subject  on  which  it  treats,  and  is  so  arranged  that  It  can  be  under¬ 
stood  by  all  who  desire  to  attain  an  accurate  knowledge  of  physical  science.  .  .  .  Mr.  Loewy  has 

included  all  the  latest  discoveries  in  the  varied  laws  and  effects  of  heat.” — Standard. 

“  A  complete  and  handy  text-book  for  the  use  of  students  and  general  readers.” — EnStUsh  Mechanic. 

The  Handbook  of  Optics.  By  Dionysius  Lardner,  D.C.L., 

formerly  Professor  of  Natural  Philosophy  and  Astronomy  in  University  College, 
I/Ondon.  New  Edition.  Edited  by  T.  Olver  PIarding,  B.A.  Lond.,  of  University 
College,  London.  With  298  Illustrations.  Small  8vo,  448  pages,  5j-.  cloth. 

“Written  by  one  of  the  ablest  English  scientific  writers,  beautifully  and  elaborately  illustrated.” 
— Mechanic's  Magazine. 

The  Handbook  of  Electricity,  Magnetism,  and  acoustics. 

By  Dr.  Lardner.  Ninth  Thousand.  Edited  by  Geo.  Carey  Foster,  B.A., 
F.C.S.  With  400  Illustrations.  Small  8vo,  5.^.  cloth. 

“The  book  could  not  have  been  entrusted  to  anyone  better  calcidated  to  preserve  the  terse  and 
lucid  style  of  Lardner,  while  correcting  his  errors  and  bringing  up  his  work  to  the  present  state  of 
scientific  knowledge.” — PoJ>ular  Science  Review. 

The  Handbook  of  astronomy.  Forming  a  Companion  to  the 

“Handbook  of  Natural  Philosophy.”  By  Dionysius  Lardner,  D.C.L., 
formerly  Professor  of  Natural  Philosophy  and  Astronomy  in  University  College, 
London.  Fourth  Edition.  Revised  and  Edited  by  Edwin  Dunkin,  F.R.A.S., 
Royal  Observatory,  Greenwich.  With  38  Plates  and  upwards  of  100  Woodcuts. 
In  One  Vol. ,  small  8vo,  550  pages,  9^'.  6d.  cloth. 

“  Probably  no  other  book  contains  the  same  amount  of  information  in  so  compendious  atid  well- 
arranged  a  form — certainly  none  at  the  price  at  which  this  is  offered  to  the  public.” — Athen<eum 

“  We  can  do  no  other  than  pronounce  this  work  a  most  valuable  manual  of  astronomy,  and  we 
strongly  recommend  it  to  all  who  wish  to  acquire  a  general — but  at  the  same  time  correct— acquaintance 
with  this  subli(ne  science.” — Quarterly  Journal  of  Science. 

“  One  of  the  most  deservedly  popular  books  on  the  subject  .  .  .  We  would  recommend  not  only 

the  student  of  the  elementary  principles  of  the  science,  but  him  who  aims  at  mastering  the  hi  her  and 
mathematical  branches  of  astronomy,  not  to  be  without  this  work  beside  him.” — Practical  Ma  ;nzine. 

Geology. 

Rudimentary  Treatise  on  Geology,  Physical  and 

Historical.  Consisting  of  “  Physical  Geology,”  which  sets  forth  the  i.eading 
Principles  of  the  Science  ;  and  “  Historical  Geology,”  which  treats  of  tlu-  Vlinerai 
and  Organic  Conditions  of  the  Earth  at  each  successive  epoch,  especial  r  •ierence 
being  made  to  the  British  Series  of  Rocks.  By  Ralph  Pate,  A.L.S.,  ’•  G.S., 
&c.  &c.  With  230  Illustrations.  i2mo,  5-f-  cloth  boards. 

”  The  fulness  of  the  matter  has  elevated  the  book  into  a  manual.  Its  information  is  exha  isiive  and 
well  arranged.” — School  Board  Clwonicle. 


34 


CA'OSBV  LOCKiVOOD  6-  SON’S  CATALOGUE. 


DR.  LARDNER’S  MUSEUM  OF  SCIENCE  AND  ART. 

The  Museum  of  Science  and  Art.  Edited  by  Dionysius 

Lardner,  D.  C.L.  ,  formerly  Professor  of  Natural  Philosophy  and  Astronomy  in 
University  College,  London.  With  upwards  of  1,200  Engravings  on  Wood.  In  6 
double  volumes,  £i  IJ, ,  in  a  new  and  elegant  cloth  binding;  or  handsomely 
bound  in  half  morocco,  3ii'.  6d. 

Opinions  of  the  Press. 

“This  series,  besides  affording  popular  but  sound  instruction  on  scientific  subjects,  with  which  the 
humblest  man  in  the  country  ought  to  be  acquainted,  also  undertakes  that  teaching  of  ‘  Common  Things  ’ 
which  every  well  wisher  of  his  kind  is  anxious  to  promote.  Many  thousand  copies  of  this  serviceable 
publication  have  been  printed,  in  the  belief  and  hope  that  the  desire  for  instruction  and  improvement 
widely  prevails  ;  and  we  have  no  fear  that  such  enlightened  faith  wil  meet  with  disappointment.” — 
The  Times. 

“  A  cheap  and  interesting  publication,  alike  informing  and  attractive.  The  papers  combine  subjects 
ot  importance  and  great  scientific  knowledge,  considerable  inductive  powers,  and  a  popular  style  of 
treatment.  ” — .Spectator, 

“  The  ‘  Museum  of  Science  and  Art  ’  is  the  most  valuable  contribution  that  has  ever  been  made  to 
the  scientific  instruction  of  every  class  of  society.” — Sir  David  Brewster,  in  the  North  British 
Review. 

‘‘  Whether  we  consider  the  liberality  and  beauty  of  the  illustrations,  the  charm  of  the  writing,  or 
the  durable  interest  of  the  matter,  we  must  express  our  belief  that  there  is  hardly  to  be  found  among  the 
new  books  one  that  would  be  welcomed  by  people  of  so  many  ages  and  classes  as  a  valuable  present.”— 
Examiner. 

***  Separate  books  formed  from  the  above,  suitable  for  Workmen  s  Libraries, 

Science  Classes,  Sr^c. 

Common  Things  Explained.  Containing  Air,  Earth,  Fire,  Water,  Time,  Man, 
the  Eye,  Locomotion,  Colour,  Clocks  and  Watches,  &c.  233  Illustrations,  cloth 

gilt,  5.r. 

The  Microscope.  Containing  Optical  Images,  Magnifying  Glasses,  Origin  and 
Description  of  the  Microscope,  Microscopic  Objects,  the  Solar  Microscope,  Micro¬ 
scopic  Drawing  and  Engraving,  &c.  147  Illustrations,  cloth  gilt,  2i-. 

Popular  Geology.  Containing  Earthquakes  and  Volcanoes,  the  Crust  of  the 
Earth,  &c.  20i  Illustrations,  cloth  gilt,  2r.  6i/. 

Popular  Physics.  Containing  Magnitude  and  Minuteness,  the  Atmosphere, 
Meteoric  Stones,  Popular  Fallacies,  Weather  Prognostics,  the  Thermometer,  the 
Barometer,  Sound,  &c.  85  Illustrations,  cloth  gilt,  2s.  6d. 

Steam  and  its  Uses.  Including  the  Steam  Engine,  the  Locomotive,  and  Steam 
Navigation.  89  Illustrations,  cloth  gilt,  2s. 

Pop  ular  Astronomy.  Containing  How  to  observe  the  Heavens.  The  Earth,  Sun, 
Moon,  Planets.  Light,  Comets,  Eclipses,  Astronomical  Influences,  &c.  182  Illus¬ 

trations,  cloth  gilt,  4r.  6d. 

The  B  ee  and  White  Ants  l  Their  Manners  and  Habits.  W^ith  Illustrations  of 
Animal  Instinct  and  Intelligence.  135  Illustrations,  cloth  gilt,  2s. 

The  Electric  Telegraph  Popularized.  To  render  intelligible  to  all  who  can 
Read,  irrespective  of  any  previous  Scientific  Acquirements,  the  various  forms  of 
Telegraphy  in  Actual  Operation.  100  Illustrations,  cloth  gilt,  ix.  6d. 


Dr.  Lardner's  School  Handbooks. 

Natural  Philosophy  for  Schools.  By  Dr.  Lardner.  328 

Illustrations.  Sixth  Edition.  One  Vol.,  35-.  6i/.  cloth. 

“A  very  convenient  class-book  for  junior  students  in  private  schools.  It  is  intended  to  convey,  in 
clear  and  precise  terms,  general  notions  of  all  the  principal  divisions  of  Physical  Science.” — British 
Quarterly  Review. 

Animal  Physiology  for  Schools.  By  Dr.  Lardner.  With 

190  Illustrations.  Second  Edition.  One  Vol.,  3J-.  Cd.  cloth. 

“Clearly  written,  well  arranged,  and  excellently  illustrated.” — Gardener  s  Chronicle. 

Lardner  and  Bright  on  the  Electric  Telegraph. 

The  Electric  Telegraph.  By  Dr.  Lardner.  Revised  and 

Re-written  by  E.  B.  Bright,  F.R.A.S.  140  Illustrations.  Small  8vo,  2J.  6d.  cloth. 
“  One  of  the  most  readable  books  extant  on  the  ElectricTelegraph.”— Mechanic. 


CHEMICAL  MANUFACTURES,  CHEMISTRY,  U-c. 


33 


CHEMICAL  MANUFACTURES,  CHEMISTRY,  etc. 

Chemistry  for  Engineers,  etc. 

Engineering  Chemistry  :  A  Practical  Treatise  for  the  Use  of 

Analytical  Chemists,  Engineers,  Iron  Masters,  Iron  Founders,  Students  and  others. 
Comprising  Methods  of  Analysis  and  Valuation  of  the  Principal  Materials  used  in 
Engineering  Work,  with  numerous  Analyses,  Examples  and  Suggestions.  By  H. 
Joshua  Phillips,  F.I.C.,  F.C.S.,  Formerly  Analytical  and  Consulting  Chemist 
to  the  Great  Eastern  Railway.  Second  Edition,  Revised  and  Enlarged.  Crown 
8vo,  400  pp.,  with  Illustrations,  loj.  6d.  cloth.  {Just published. 

“  In  this  work  the  author  has  rendered  no  small  service  to  a  numerous  body  of  practical  men.  .  . 

The  analytical  methods  may  be  pronounced  most  satisfactory,  being  as  accurate  as  the  despatch  required 
of  engineering  chemists  permits.” — Chemical  News. 

”  Those  in  search  of  a  handy  treatise  on  the  subject  of  analytical  chemistry  as  applied  to  the 
•every-day  requirements  of  workshop  practice  will  find  this  volume  of  great  assistance.” — Ivon. 

‘‘The  first  attempt  to  bring  forward  a  Chemistry  specially  written  for  the  use  of  engineers,  and 
we  have  no  hesitation  whatever  in  saying  that  it  should  at  once  be  in  the  possession  of  every  railway 
engineer.” — The  Railway  Engineer. 

‘‘ The  book  will  be  very  useful  to  those  who  require  a  handy  and  concise  resume  of  approved 
methods  of  analysing  and  valuing  metals,  oils,  fuels,  &c.  It  is,  in  fact,  a  work  for  chemists,  a  guide 
to  the  routine  of  the  engineering  laboratory.  .  .  .  The  book  is  full  of  good  things.  As  a  handbook  of 
"technical  analysis,  it  is  very  welcome.” — Builder. 

“  Considering  the  extensive  ground  which  such  a  subject  as  Engineering  Chemistry  covers,  the 
■work  is  complete,  and  recommends  itself  to  both  the  practising  analyst  and  the  analytical  student.” — 
Chemical  Trade  Journal. 

“  The  analytical  methods  given  are,  as  a  whole,  such  as  are  likely  to  give  rapid  and  trustworthy 
results  in  experienced  hands.  .  .  .  There  is  much  excellent  descriptive  matter  in  the  work,  the 
'Chapter  on  ‘  Oils  and  Lubrication’  being  specially  noticeable  in  this  respect.” — Engineer. 

The  Alkali  Trade,  Manufacture  of  Sulphuric  Acid,  &c. 

A  MANUAL  OF  THE  ALKALI  TRADE,  including  the  Manufacture 
of  Sulphuric  Acid,  Sulphate  of  Soda,  and  Bleaching  Powder.  By  John  Lomas, 
Alkali  Manufacturer,  Newcastle-upon-Tyne  and  London.  With  232  Illustrations 
and  Working  Drawings,  and  containing  390  pages  of  Text.  Second  Edition, 
with  Additions.  Super-royal  8vo,  ;^i  lox.  cloth. 

“This  book  is  written  by  a  manufacturer  for  manufacturers.  The  working  details  of  the  rnost  ap¬ 
proved  forms  of  apparatus  are  given,  and  these  are  accompanied  by  no  less  than  232  wood  engravings,  all 
of  which  may  be  used  for  the  purposes  of  construction.  Every  step  in  the  manufacture  is  very  fully 
•described  m  this  manual,  and  each  improvement  explained.” — Athenatuin. 

”  We  find  not  merely  a  sound  and  luminous  explanation  of  the  chemical  principles  of  the  trade,  but  a 
notice  of  numerous  matters  which  have  a  most  important  bearing  on  the  successful  conduct  of  alkali  works, 
but  which  are  generally  overlooked  by  even  experienced  technological  authors.” — Chemical  Review. 

The  Blowpipe. 

The  Blowpipe  in  Chemistry,  Mineralogy,  and  Geology. 

Containing  all  known  Methods  of  Anhydrous  Analysis,  many  Working  Examples, 
and  Instructions  for  Making  Apparatus.  By  Lieut. -Colonel  W.  A.  Ross,  R.A., 
F.G.S.  With  120  Illustrations.  Second  Edition,  Revised  and  Enlarged.  Crown 
8vo,  5^.  cloth. 

‘‘The  student  who  goes  conscientiously  through  the  course  of  e.xperimentation  here  laid  down  will 
gain  a  better  insight  into  inorganic  chemistry  and  mineralogy  than  if  he  had  ‘  got  up  ’  any  of  the  best 
text-books  of  the  day,  and  passed  any  number  of  examinations  in  their  contents.” — Chemical  News. 

Commercial  Chemical  Analysis. 

The  Commercial  Handbook  of  Chemical  analysis;  or, 

Practical  Instructions  for  the  determination  of  the  Intrinsic  or  Commercial  Value 
of  Substances  used  in  Manufactures,  in  Trades,  and  in  the  Arts.  By  A.  Normandy, 
Editor  of  Rose’s  “Treatise  on  Chemical  Analysis.”  New  Edition,  to  a  great 
extent  re-written  by  Henry  M.  Noad,  Ph.D.,  F.R.S.  With  numerous  Illus¬ 
trations.  Crown  8vo,  12^.  6d.  cloth. 

‘‘We  strongly  recommend  this  book  to  our  readers  as  a  guide,  alike  indispensable  to  the  housewife 
as  to  the  pharmaceutical  practitioner.” — Medical  Times. 

‘‘  Essential  to  the  analysts  appointed  under  the  new  Act.  The  most  recent  results  are  given,  and  the 
work  is  well  edited  and  carefully  written.” — Nature. 

Dye- Wares  and  Colours. 

THE  Manual  of  Colours  and  Dye-Wares  :  Their  Pro¬ 
perties,  Applications,  Valuations,  Impurities,  and  Sophistications.  For  the  use  of 
Dyers,  Printers,  Drysalters,  Brokers,  &c.  By  J.  W.  Slater.  Second  Edition, 

Revised  and  greatly  Enlarged,  crown  8vo,  Js.  6d.  cloth. 

‘‘  A  complete  encyclopaedia  of  the  materia  tinctoria.  The  information  given  respecting  each  article 
is  full  and  precise,  and  the  methods  of  determining  the  value  of  articles  such  as  these,  so  liable  to  sophis¬ 
tication,  are  given  with  clearness,  and  are  practical  as  well  as  valuable.” — Chemist  and  Druggist. ^ 

“There  is  no  other  work  which  covers  precisely  the  same  ground.  T.0  students  preparing  for 
examinations  in  dyeing  and  printing  it  will  prove  exceedingly  useful.” — Chemical  News. 


36 


CROSBY  LOCKWOOD  ^  SON^S  CATALOGUE 


Modern  Brewing  and  Malting. 

A  HANDYBOOK  for  BREWERS;  Being  a  Practical  Guide  to  the 

Art  of  Brewing  and  Malting.  Embracing  the  Conclusions  of  Modern  Research 
which  bear  upon  the  Practice  of  Brewing,  By  Herbert  Edwards  Wright. 
M.A.,  Author  of  “A  Handbook  for  Young  Brewers.”  Crown  8vo,  530  pp., 
I2J.  td.  cloth. 

“  May  be  consulted  with  advantage  by  the  student  who  is  preparing  himself  for  examinational 
tests,  while  the  scientific  brewer  will  find  in  it  a  resume  of  all  the  most  important  discoveries  of 
modern  times.  The  work  is  written  throughout  in  a  clear  and  concise  manner,  and  the  author  takes 
great  c^re  to  discriminate  between  vague  theories  and  well-established  facts.” — Brewers'  Journal. 

“  We  have  great  pleasure  in  recommending  this  handybook,  and  have  no  hesitation  in  saying  that 
it  is  one  of  the  best — if  not  the  best — which  has  yet  been  written  on  the  subject  of  beer-brewing  in  this 
country,  it  should  have  a  place  on  the  shelves  of  every  brewer’s  library.” — Brewer's  Guardian. 

“Although  the  rtquirements  of  the  student  are  primarily  considered,  an  acquaintance  of  half-an- 
hour’s  duration  cannot  fail  to  impress  the  practical  brewer  with  the  sense  of  having  found  a  trustworthy 
guide  and  practical  counsellor  in  brewery  matters.”— Trade  Journal. 

Analysis  and  Valuation  of  Fuels. 

FUELS:  Solid,  Liquid,  and  Gaseous:  Their  Analysis  and 

Valuation.  For  the  Use  of  Chemists  and  Engineers.  By  H.  J.  Phillips,  F. C. S.,. 
Formerly  Analytical  and  Consulting  Chemist  to  the  Great  Eastern  Railway. 
Second  Edition,  Revised  and  Enlarged.  Crown  8vo,  5^.  cloth. 

“  Ought  to  have  its  place  in  the  laboratory  of  every  metallurgical  establishment,  and  wherever 
fuel  is  used  on  a  large  scale,” — Chemical  News. 

“  Cannot  fail  to  be  of  wide  interest,  especially  at  the  present  i\vae."— Railway  News. 

Pigments. 

The  ARTISTS’  Manual  of  Pigments.  Showing  their  Com¬ 
position,  Conditions  of  Permanency,  Non-Permanency,  and  Adulteration.s  ;  Effects 
in  Conibination  with  Each  Other  and  with  Vehicles  ;  and  the  most  Reliable  Tests 
of  Purity.  Together  with  the  Science  and  Arts  Department’s  Examination  Ques¬ 
tions  on  Painting.  By  H.  C.  Standage.  Second  Edition,  crown  8vo,  2s.  6d.  cloth. 

“  This  work  is  indeed  nniltum-in.-pariio ,  and  we  can,  with  good  conscience,  recommend  it  to  all  whO" 
come  in  contact  with  pigments,  whether  as  makers,  dealers,  or  users.” — Chemical  Reviezu. 

Gauging.  Tables  and  Rules  for  Revenue  Officers,  Brewers,  &c. 

A  Pocket  book  of  mensuration  and  Gauging  :  Containing 

Tables,  Rules,  and  Memoranda  for  Revenue  Officers,  Brewers,  Spirit  Merchants,  &c. 
By  J*  B.  Mant  (Inland  Revenue).  Second  Edition,  Revised.  i8mo,  4J.  leather. 

This  handy  and  useful  book  is  adapted  to  the  requirements  of  the  Inland  Revenue  Department, 
and  will  be  a  favourite  book  of  reference.  I  he  range  of  subjects  is  comprehensive,  and  the  arrangement 
simple  and  clear.  Civilian.  “  Should  be  in  the  hands  of  every  practical  brewer,” — Brewers'  J ournal. 


INDUSTRIAL  ARTS,  TRADES  AND  MANUFACTURES. 
Cotton  Spinning. 

Cotton  Manufacture:  a  Practical  Manual.  Embracing  the 

various  operations  of  Cotton  Manufacture,  Dyeing,  &c.  For  the  Use  of  Opera¬ 
tives,  Overlookers  and  Manufacturers.  By  John  Lister,  Technical  Instructor, 
Pendleton.  With  numerous  Illustrations.  Demy  8vo,  7.r.  id.  cloth.  [Just  Jublished. 

Flour  Manufacture,  Milling,  etc. 

Flour  manufacture  :  a  Treatise  on  Milling  Science  and  Prac- 

tice.  By  Friedrich  Kick,  Imperial  Regierungsrath,  Professor  of  Mechanical 
lechnology  m  the  Imperial  German  Polytechnic  Institute,  Prague.  Translated 
from  the  Second  Enlarged  and  Revised  Edition  with  Supplement  By  H.  H.  P. 
Powles,  Assoc.  Mernb.  Institution  of  Civil  Engineers.  Nearly  400  pp.  Illustrated 
with  28  Folding  Plates,  and  167  Woodcuts.  Roy.  8vo,  2$s.  cloth. 

TR.lufe  the  standard  authority  on  the  science  of  milling.  .  .  : 

The  miller  who  has  read  and  digested  this  work  will  have  laid  the  foundation,  so  to  speak,  of  a  successful 
career ,  he  will  have  acquired  a  number  of  general  principles  which  he  can  proceed  to  apply.  In  this 
handsome  volume  we  at  last  have  the  accepted  text-book  of  modern  milling  in  good,  sound  English 
which  has  little,  if  any,  tiace  of  the  German  idiom."— The  Miller.  ^  J^ngiisn, 

are  surI^nm^Knw^?n°!vi^‘-^  celebrated  work  in  English  is  very  opportune,  and  British  millers  will,  we 
are  sure,  nol  be  sJow  m  availing  themselves  of  Us  pages.  — Millers'  Gazette, 


INDUSTRIAL  AND  USEFUL  ARTS. 


37 


Agglutinants. 

Cements,  Pastes,  Glues  and  Gums  :  A  Practical  Guide  to  the 

Manufacture  and  Application  of  the  various  Agglutinants  required  in  the  Building, 
Metal-Working,  Wood- Working,  and  Leather- Working  Trades,  and  for  Workshop, 
Laboratory  or  Office  Use.  With  upwards  of  900  Recipes  and  Formulae.  By  H.  C. 
vStandage,  Chemist.  Crown  8vo,  2s.  6d.  cloth.  [Just  published. 

“We  have  pleasure  in  speaking  favourably  of  this  volume.  .So  far  as  we  have  had  experience, 
which  is  not  inconsiderable,  this  manual  is  trustworthy.’’ — At/iena?um. 

“As  a  revelation  of  what  are  considered  trade  secrets,  this  book  will  arouse  an  amount  of 
■curiosity  among  the  large  number  of  industries  it  touches.” — Daily  Chronicle . 

“  In  this  goodly  collection  of  recipes  it  would  be  strange  if  a  cement  lor  any  purpose  cannot  be 
.found.” — Oil  and  Colonrman's  Journal. 

Soap-making. 

The  Art  of  Soap-making  :  A  Practical  Handbook  of  the 

Manufacture  of  Hard  and  Soft  Soaps,  Toilet  Soaps,  &c.  Including  many  New 
Processes,  and  a  Chapter  on  the  Recovery  of  Glycerine  from  Waste  Leys.  By 
Alexander  Watt.  Fourth  Edition,  Enlarged.  Crown  8vo,  js.  6d.  cloth. 

“  The  work  will  prove  very  useful,  not  merely  to  the  technological  student,  but  to  the  practical  soap- 
tioiler  who  wishes  to  understand  the  theory  of  his  art.” — Chemical  Nezvs. 

“  A  thoroughly  practical  treatise  on  an  art  which  has  almost  no  literature  in  our  language.  We  con- 
,:gratu  ate  the  author  on  the  success  of  his  endeavour  to  fill  a  void  in  English  technical  literature.” — Nature 

"Paper  Making. 

Practical  Paper-Making:  a  Manual  for  Paper-makers  and 

Owners  and  Managers  of  Paper-Mills.  With  Tables,  Calculations,  &c.  By  G. 
Clappertox,  Paper-maker,  With  Illustrations  of  Fibres  from  Micro-photographs. 
Crown  8vo,  ^s.  cloth.  [Just  published. 

“The  author  caters  for  the  requirements  of  responsible  mill  hands,  apprentices,  &c.,  whilst  his 
manual  will  be  found  of  greai  service  to  students  of  technology,  as  well  as  to  veteran  prper-makers 
and  mill  owners.  The  illustrafions  form  an  excellent  feature.” — The  World's  Patter  Trade  Review. 

‘‘  We  recommend  everybody  interested  in  the  trade  to  get  a  copy  of  this  thoroughly  practical 
.book.” — Paper  Making. 

.Paper  Making. 

The  Art  of  Paper  Making  :  A  Piactical  Handbook  of  the 

Manufacture  of  Paper  from  Rags,  Esparto,  Straw,  and  other  Fibrous  Materials. 
Including  the  Manufacture  of  Pulp  from  Wood  Fibre,  with  a  Description  of  the 
Machinery  and  Appliances  used.  To  which  are  added  Details  of  Processes  for 
Recovering  Soda  from  Waste  Liquors.  By  Alexander  Watt,  Author  of  “The 
Art  of  Soap-Making.”  With  Illustrations.  Crown  8vo,  Js.  6d.  cloth. 

“  It  may  be  regarded  as  the  standard  work  on  the  subject.  The  book  is  full  of  valuable  informa- 
*iion.  The  ‘  Art  ot  Paper-making,’  is  in  every  respect  a  model  of  a  text-book,  either  for  a  technical 
•class,  or  for  the  private  student.” — Paper  and  Printing  Trades  Journal. 

leather  Manufacture. 

The  Art  of  Leather  Manufacture  :  Being  a  Practical 

Handbook,  in  which  the  Operations  of  Tanning,  Currying,  and  Leather  Dressing 
are  fully  Described,  and  the  Principles  of  Tanning  Explained,  and  many  Recent 
Processes  Introduced  ;  as  also  Methods  for  the  Estimation  of  Tannin,  and  a 
Description  of  the  Arts  of  Glue  Boiling,  Gut  Dressing,  &c.  By  Alexander 
Watt,  Author  of  “Soap-Making,”  &c.  Second  Edition.  Crown  8vo,  gs.  cloth. 

“A  sound,  comprehensive  treatise  on  tanning  and  its  accessories.  The  book  is  an  eminently  valuable 
production,  which  redounds  to  the  credit  of  both  author  and  publishers.” — Chemical  Review. 

Soot  and  Shoe  Making. 

The  Art  of  Boot  and  Shoe-Making  :  A  Practical  Hand¬ 
book,  including  Measurement,  Last-Fitting,  Cutting-Out,  Closing  and  Making, 
with  a  Description  of  the  most  approved  Machinery  Employed.  By  John  B. 
Leno,  late  Editor  of  St.  Crispin,  and  The  Boot  and  Sho‘’- Maker.  i2mo,  2s.  cloth. 

“  This  excellent  treatise  is  by  far  the  best  work  ever  written.  The  chapter  on  clicking,  which  shows 
Ihow  waste  may  be  prevented,  will  save  fifty  times  the  price  of  the  book.” — Scottish  Leather  Trader. 

Dentistry  Construction. 

Mechanical  Dentistry:  a  Practical  Treatise  on  the  Construc¬ 
tion  of  the  various  kinds  of  Artificial  Dentures.  Comprising  also  Useful  Formulce, 
Tables,  and  Receipts  for  Gold  Plate,  Clasps,  Solders,  &c.  &c.  By  C.  Hunter. 
Third  Edition.  With  100  Wood  Engravings.  Crown  8vo,  3.5-.  6d.  cloth. 

“  We  can  strongly  recommend  Mr.  Hunter’s  treatise  to  all  students  preparing  for  the  profession 
<f  dentistry,  as  well  as  to  every  mechanical  demist.” — Dublin  Journal  0/  Medical  Science. 


38 


CROSBY  LOCKWOOD  6-  SON'S  CATALOGUE. 


Wood  Engraving. 

Wood  Engraving  ^  A  Practical  and  Easy  Introduction  to  the 

Study  of  the  Art.  By  William  Norman  Brown.  Second  Edition.  With 
numerous  Illustrations.  i2mo,  ij".  6d.  cloth  limp. 

“The  book  is  clear  and  complete,  and  will  be  useful  to  anyone  wanting  to  understand  the  firsJ 
elements  of  the  beautiful  art  of  wood  engraving.” — Graphic. 

Horology. 

A  Treatise  on  modern  horology,  in  Theory  and  Practice. 

Translated  from  the  French  of  Claudius  Saunier,  ex-Director  of  the  School  ol 
Horology  at  Macon,  by  Julien  Tripplin,  F.R.A.S.,  Besancon  Watch  Manu¬ 
facturer,  and  Edward  Rigg,  M.A.,  Assay er  in  the  Royal  Mint.  With  Seventy- 
eight  Woodcuts  and  Twenty-two  Coloured  Copper  Plates.  Second  Edition. 
Super-royal  8vo,  £2  2s.  cloth  ;  £2  iol  half-calf. 

‘‘  There  is  no  horological  work  in  the  English  language  at  all  to  be  compared  to  this  production  of 
M.  Saunier's  for  clearness  and  completeness.  It  is  alike  good  as  a  guide  for  the  student  and  as  aj 
reference  for  the  experienced  horologist  and  skilled  workman.” — Horological  Jotintal. 

“The  latest,  the  most  complete,  and  the  most  reliable  of  those  literary  productions  to  which  con¬ 
tinental  watchmakers  are  indebted  for  the  me:hanical  superiority  over  their  English  brethren — in  fact,, 
the  Book  of  Books,  is  M.  Saunier's  ‘  Treatise.’  ” — Watchmaker,  Jeweller,  and  Silversmith. 

Watchmaking. 

The  WATCHMAKER’S  HANDBOOK.  Intended  as  a  Workshop. 

Companion  for  those  engaged  in  Watchmaking  and  the  Allied  Mechanical  Arts. 
Translated  from  the  I'rench  of  Claudius  Saunier,  and  considerably  enlarged  by- 
Julien  Tripplin,  F. R.A.S.,  Vice-President  of  the  Horological  Institute,  and 
Edward  Rigg,  M.A.,  Assayer  in  the  Royal  Mint.  With  numerous  Woodcuts 
and  Fourteen  Copper  Plates.  Third  Edition.  Crown  8vo,  9^“.  cloth. 

“Each  part  is  truly  a  treatise  in  itself.  The  arrangement  is  good  and  the  language  is  clear  and) 
concise.  It  is  an  admirable  guide  for  the  young  watchmaker.” — Engineering. 

“  It  is  impossible  to  speak  too  highly  of  its  excellence.  It  fulfils  every  requirement  in  a  handbook 
intended  for  the  use  of  a  workman.  Should  be  found  in  every  workshop.” — Watch  a7id  Clockmaker. 

“This  book  contains  an  immense  number  of  practical  details  bearing  on  the  daily  occupation  of  a 
watchmaker.” — Watchmaker  atid  Metalworker  (Chicago). 

Watches  and  Timekeepers. 

A  History  of  Watches  and  other  Timekeepers.  By 

James  F.  Kendal,  M.B.H.  Inst.,  is.  6d.  boards  ;  or  2s.  6d.  cloth,  gilt. 

'  Mr.  Kendal’s  book,  for  its  size,  is  the  best  which  has  yet  appeared  on  this  subject  in  the 
English  language.” — Industries. 

“  Open  the  book  where  you  may,  there  is  interesting  matter  in  it  concerning  the  ingenious, 
devices  of  the  ancient  or  modern  horologer.  The  subject  is  treated  in  a  liberal  and  entertaining 
spirit,  as  might  be  expected  of  a  historian  who  is  a  master  of  the  craft.” — Saturday  Review. 

Electrolysis  of  Gold,  Silver,  Copper,  &c. 

Electro-Deposition  :  A  Practical  Treatise  on  the  Electrolysis  ot 

Gold,  Silver,  Copper,  Nickel,  and  other  Metals  and  Alloys.  With  descriptions  of 
Voltaic  Batteries,  Magneto  and  Dynamo-Electric  Machines,  Thermopiles,  and  of 
the  Materials  and  Processes  used  dn  every  Department  of  the  Art,  and.  several 
Chapters  on  Electro-Metallurgy.  By  Alexander  Watt,  Author  of 
“  Electro-Metallurgy,”  &c.  Third  Edition,  Revised.  Crown  8vo,  gs.,  cloth. 

“  Eminently  a  book  for  the  practical  worker  in  electro-deposition.  It  contains  practical  descriptions- 
of  methods,  processes  and  materials,  as  actually  pursued  and  used  in  the  workshop.’’ — Engineer. 

Electro-Metallurgy. 

Electro-Metallurgy  :  Practically  Treated.  By  Alexander 

Watt,  Author  of  “Electro-Deposition,”  &c.  Ninth  Edition,  including  the  most 
recent  Processes.  i2mo,  4^-.  cloth  boards. 

“  From  this  book  both  amateur  and  artisan  may  learn  everything  necessary  for  the  successful  pro¬ 
secution  of  electroplating.” — Iron. 

Working  in  Gold. 

The  JEWELLER’S  ASSISTANT  IN  THE  ART  OF  WORKING  \N 
Gold  ;  A  Practical  Treatise  for  Masters  and  Workmen,  Compiled  from  the 
Experience  of  Thirty  Years’  Workshop  Practice.  By  George  E.  Gee,  Author  of 
“The  Goldsmith’s  Handbook,”  &c.  Crown  8vo,  Js.  6d.  cloth. 

“  This  manual  of  technical  education  is  apparently  destined  to  be  a  valuable  auxiliary  to  a  handi¬ 
craft  which  is  cert.afnlv  capable  of  great  improvement.’’ — The  7  imes. 

“  Very  useful  in  the  workshop,  the  knowledge  is  practical,  having  been  acquired  by  long  experience*, 
and  all  the  recipes  and  directions  are  guaranteed  to  be  succe.'^sful.” — Jeweller  and  Heialwcrktr. 


INDUSTRIAL  AND  USEFUL  ARTS. 


39 


Electroplating. 

Electroplating  ;  A  Practical  Handbook  on  the  Deposition  of 

Copper,  Silver,  Nickel,  Gold,  Aluminium,  Brass,  Platinum,  &c.  &c.  ;  with 
Descriptions  of  the  Chemicals,  Materials,  Batteries,  and  Dynamo  Machines  used  in 
the  Art.  By  J.  W.  Urquhart,  C.  E.,  Author  of  “Electric  Light,”  &c.  Third 
Edition,  Revised,  with  Additions.  Numerous  Illustrations.  Crown  8vo,  5^.  cloth. 
“  An  excellent  practical  manual.” — Engineering. 

“An  excellent  work,  giving  the  newest  information.’’ — Horological  Jotirnal. 

Electrotyping. 

Electrotyping  :  The  Reproduction  and  Multiplication  of  Printing 

Surfaces  and  Works  of  Art  by  the  Electro-deposition  of  Metals.  By  J.  W. 
Urquhart,  C. E.  Crown  8vo,  55'.  cloth. 

“  The  book  is  thoroughly  practical  ;  the  reader  is,  therefore,  conducted  through  the  leading  laws  of 
electricity,  then  through  the  metals  used  by  electrotypers,  the  apparatus,  and  the  depositing  processes,  up 
to  the  final  preparation  of  the  work.”— JournaL. 

Goldsmiths’  Work. 

The  GOLDSMITH’S  Handbook.  By  George  E.  Gee,  Jeweller, 

&c.  Third  Edition,  considerably  Enlarged.  i2mo,  ^s.  6d.  cloth  boards. 

“  .A  good,  sound  educator,  and  will  be  generally  accepted  as  an  authority.” — Horoiogical  Journal. 

Silversmiths’  Work, 

The  SILVERSMITH’S  Handbook.  By  George  E.  Gee,  jeweller, 

&c.  Second  Edition,  Revised,  with  numerous  Illusts.  i2mo,  3^.  6d.  cloth  boards. 

“  The  chief  merit  of  the  work  is  its  practical  character.  .  .  The  workers  m  the  trade  will  speedily 

discover  its  merits  when  they  sit  down  to  study  it.” — English  Mechanic. 

* The.  above  two  works  together,  strongly  half-bound,  price  ys. 

Bread  and  Biscuit  Baking. 

The  Bread  and  Biscuit  Baker’s  and  Sugar-Boiler’s 

Assistant,  including  a  large  variety  of  Modern  Recipes.  With  Remarks  on 
the  Art  of  Bread-making.  By  Robert  Wells,  Practical  Baker.  Second  Edition, 
with  Additional  Recipes.  Crown  8vo,  2s.  cloth. 

"  A  large  number  of  wrinkles  for  the  ordinary  cook,  as  well  as  the  baker.” — Saturday  Review. 

Confectionery  for  Hotels  and  Restaurants. 

The.  Pastrycook  and  Confectioner’s  Guide.  Eor 

Hotels,  Restaurants,  and  the  Trade  in  general,  adapted  also  for  Family  Use. 
By  Robert  Wells,  Author  of  “  The  Bread  and  Biscuit  Baker’s  and  Sugar  Boiler’s 
Assistant.”  Crown  8vo,  2s.  cloth. 

“  We  cannot  speak  too  highly  of  this  really  excellent  work.  In  these  days  of  keen  competition 
our  readers  cannot  do  better  than  purchase  this  book.” — Baker's  Times. 

Ornamental  Confectionery. 

Ornamental  Confectionery  :  A  Guide  for  Bakers,  Con¬ 
fectioners  and  Pastrycooks  ;  including  a  Variety  of  Modern  Recipes,  and  Remarks 
on  Decorative  and  Coloured  Work.  With  129  Original  Designs.  By  Robert 
Wells,  Practical  Baker,  Author  of  “The  Bread  and  Biscuit  Baker’s  and 
Sugar-Boiler’s  Assistant,”  &c.  Crown  8vo,  cloth  gilt,  5^-. 

“  A  valuable  work,  practical,  and  should  be  in  the  hands  of  every  baker  and  confectioner.  The 
llustrative  designs  are  alone  worth  treble  the  am  aunt  charged  for  the  whole  work.” — Baker's  Times. 

Flour  Confectionery. 

THE  MODERN  FLOUR  CONFECTIONER,  Wholesale  and  Retail. 
Containing  a  large  Collection  of  Recipes  for  Cheap  Cakes,  Biscuits,  &c.  With 
Remarks  on  the  Ingredients  Used  in  their  Manufacture.  To  which  are  added 
Recipes  for  Dainties  for  the  Working  Man’s  Table.  By  Robert  Wells,  Author 
of  “The  Bread  and  Biscuit  Baker,”  &c.  Crown  8vo,  2s.  cloth. 

“The  work  is  of  a  decidedly  practical  character,  and  in  every  recipe  regard  is  had  to  economical 
working.” — North  British  Daily  Mail. 

Laundry  Work. 

Laundry  Management,  a  Handbook  for  Use  in  Private  and 

Public  Laundries.  Including  Descriptive  Accounts  of  Modern  Machinery  and 
Appliances  for  Laundry  Work.  By  the  Editor  of  “  The  Laundry  Journal.”  With 
numerous  Illustrations.  Second  Edition,  Crown  8vo,  2s.  Cd.  cloth. 

“This  book  should  certainly  occupy  an  honoured  place  on  the  shelves  of  all  housekeepers  who 
wish  to  keep  themselves  au  courant  of  the  newest  appliances  and  methods.” — The  Queen. 


40 


CROSBY  LOCKWOOD  SON’S  CATALOGUE. 


HANDYBOOKS  FOR  HANDICRAFTS. 

BY  PAUL  N.  HASLUCK, 

Editor  of  “Work  '  (New  Series),  Author  of  “  Lathe  Work,”  “  Milling  Machines,”  &c. 

Crown  8vo,  144  pages,  cloth,  price  u.  each. 

ISr’  These  Handybooks  have  been  written  to  supply  information  for  Workmen, 
Students,  in  the  several  LLandicrafts,  on  the  actual  Practice  of  the 

Workshop,  and  are  intended  to  convey  in  plain  language  Technical  Knowledge  of 
the  several  Crafts.  Ln  describing  the  processes  employed,  and  the  manipulation  of 
material,  workshop  terms  are  used ;  workshop  p7'actice  is  fully  explained ;  and  the  text  is 
freely  illustrated  with  draxvings  of  modemi  tools,  appliances,  and  processes. 


The  Metal  Turner’s  HANDYBOOK.  a  Practical  Manual  for 

Workers  at  the  Foot-Lathe.  With  over  100  Illustrations.  Price  u. 

‘‘  The  book  will  be  of  service  alike  to  the  amateur  and  the  artisan  turner.  It  displays  thorough 
knowledge  of  the  subject.” — Scotsman. 

THE  WOOD  TURNER’S  HANDYBOOK.  A  Practical  Manual  for 

Workers  at  the  Lathe.  With  over  100  Illustrations.  Price  IJ’. 

“  We  recommend  the  book  to  young  turners  and  amateurs.  A  multitude  of  workmen  have  hitherto 
sought  in  vain  for  a  manual  of  this  special  industry.” — Mechanical  World. 

THE  Watch  Jobber’s  HANDYBOOK.  a  Practical  Manual  on 

Cleaning,  Repairing,  and  Adjusting.  With  upwards  of  100  Illustrations.  Price  u. 

“  We  strongly  advise  all  young  persons  connected  with  the  watch  trade  to  acquire  and  study  this 
inexpensive  work.” — Clerkenwell  Chronicle. 

THE  Pattern  Maker’s  HANDYBOOK.  a  Practical  Manual  on 

the  Construction  of  Patterns  for  Founders.  With  upwards  of  100  Illustrations,  u. 
“  A  most  valuable,  if  not  indispensable,  manual  for  the  pattern  maker.” — Knowledge. 

The  MECHANIC’S  WORKSHOP  HANDYBOOK.  A  Practical  Manual 

on  Mechanical  Manipulation,  embracing  Information  on  various  Handicraft 
Processes.  With  Useful  Notes  and  Miscellaneous  Memoranda.  Comprising  about 
200  Subjects.  Price  ia 

“A  very  clever  and  useful  book,  which  should  be  found  in  every  workshop ;  and  it  should  cer¬ 
tainly  find  a  place  in  all  technical  schools.” — Saturday  Review. 

The  model  Engineer’s  HANDYBOOK.  a  Practical  Manual  on 

the  Construction  of  Model  Steam  Engines.  With»upwards  of  100  Illustrations,  ij. 
“  Mr.  Hasluck  has  produced  a  very  good  little  book.” — Builder. 

THE  Clock  Jobber’s  HANDYBOOK.  a  Practical  Manual  on 

Cleaning,  Repairing,  and  Adjusting.  With  upwards  of  100  Illustrations.  Price  u. 
It  is  of  nestimable  service  to  those  commencing  the  icade."— Coventry  Standard. 

The  Cabinet  Worker’s  Handybook.  a  Practical  Manual 

on  the  Tools,  Materials,  Appliances,  and  Processes  employed  in  Cabinet  Work. 
With  upwards  of  100  Illustrations.  Price  u. 

“Mr.  Hasluck’s  thoroughgoing  little  Handybook  is  amongst  the  most  practical  guides  we  have 
seen  for  beginners  in  cabinet-work.”~SalMrdfly  Review. 

THE  WOODWORKER’S  HANDYBOOK  OF  MANUAL  INSTRUCTION. 

Embracing  Information  on  the  Tools,  Materials,  Appliances  and  Processes  Em¬ 
ployed  in  Woodworking,  With  104  Illustrations.  Price  li’.  published. 

THE  METALWORKER’S  HANDYBOOK.  With  upwards  of  100  Illus¬ 

trations.  [/«  preparation. 


Opinions  of  the  Press. 

“  Written  by  a  man  who  knows,  not  only  how  work  ought  to  be  done,  but  how  to  do  it, 
and  how  to  convey  his  knowledge  to  others.” — Engineering. 

“  Mr.  Hasluck  writes  admirably,  and  gives  complete  instructions.” — Engineer. 

“  Mr.  Hasluck  combines  the  experience  of  a  practical  teacher  with  the  manipulative 
skill  and  scientific  knowledge  of  processes  of  the  trained  mechanician,  and  the  manuals 
are  marvels  of  what  can  be  produced  at  a  popular  price.” — Schoolmaster . 

Helpful  to  workmen  of  all  ages  and  degrees  of  experience.” — Daily  Chronicle. 

Practical,  sensible,  and  remarkably  cheap.” — Journal  of  Education. 

“Concise,  clear,  and  ^vdiCiicdd.''— Saturday  Review. 


COMMERCE,  COUNTING-HOUSE  WORK,  TABLES, 


41 


COMMERCE,  COUNTING-HOUSE  WORK,  TABLES,  etc. 
Commercial  Education. 

Lessons  in  Commerce.  By  Professor  R.  Gambaro,  of  the 

Royal  High  Commercial  School  at  Genoa.  Edited  and  Revised  by  James  Gault, 
Professor  of  Commerce  and  Commercial  Law  in  King’s  College,  London.  Crown 
8vo,  3L  6d.  cloth. 

“  The  publishers  of  this  work  have  rendered  considerable  service  to  the  cause  of  commercial  educa¬ 
tion  by  the  opportune  production  of  this  volume.  .  .  .  The  work'is  peculiarly  acceptable  to  English 
readers  and  an  admirable  addition  to  existing  class  books.  In  a  phrase,  we  think  the  work  attains  its 
object  in  furnishing  a  brief  account  of  those  laws  and  customs  of  British  trade  with  which  the  commer¬ 
cial  man  interested  therein  should  be  familiar.” — Chamber  of  Co7it77ievce  Jotirnal. 

“  An  invaluable  guide  in  the  hands  of  those  who  are  preparing  for  a  commercial  career,  and,  in  fact 
the  information  it  contains  on  matters  of  business  should  be  impressed  on  every  one.” — CouTiting  Hoiise. 

Foreign  Commercial  Correspondence. 

The  foreign  Commercial  Correspondent:  Being  Aids 

to  Commercial  Correspondence  in  Five  Languages — English,  French,  German, 
Italian,  and  Spanish.  By  Conrad  E.  Baker.  Second  Edition.  Cr.  8vo,  3L  6d.  cl. 
“Whoever  wishes  to  correspond  in  all  the  languages  mentioned  by  Mr.  Baker  cannot  do  better 
than  study  this  work,  the  materials  of  which  are  excellent  and  conveniently  arranged.  They 
consist  not  of  entire  specimen  letters,  but — what  are  far  more  useful — short  passages,  sentences,  or 
phrases  expressing  the  same  general  idea  in  various  forms.” — Athericemn. 

“  A  careful  examination  has  convinced  us  that  it  is  unusually  complete,  well  arranged  and 
celiable.  The  book  is  a  thoroughly  good  one.” — Schoolviaster, 

Accounts  for  Manufacturers. 

Factory  accounts  :  Their  Principles  and  Practice.  A  Handbook 

for  Accountants  and  Manufacturers,  with  Appendices  on  the  Nomenclature  of  Machine 
Details  ;  the  Income  Tax  Acts  ;  the  Rating  of  Factories  ;  Fire  and  Boiler  Insurance; 
the  Factory  and  Workshop  Acts,  &c.,  including  also  a  Glossary  of  Terms  and  a  large 
number  ot  Specimen  Rulings.  By  Emile  Garcke  andj.  M.  Fells.  Fourth 
Edition,  Revised  and  Enlarged.  Demy  8vo,  250  pages.  6r.  strongly  bound. 

“A  very  interesting  description  of  the  requirements  of  Factory  Accounts.  .  .  .  The  principle  of 

^issimilating  the  Factory  Accounts  to  the  general  commercial  books  is  one  which  we  thoroughly  agree 
with.” — Acco7inta7tts'  yoiirnal. 

“  Characterised  by  extreme  thoroughness.  There  are  few  owners  of  factories  who  would  not 
derive  great  benefit  from  the  perusal  of  this  most  admirable  work.” — Local  Gov ern77ie7it  ChroTticle. 

intuitive  Calculations. 

The  Compendious  Calculator  ;  or,  Easy  and  Concise  Methods 

of  Performing  the  various  Arithmetical  Operations  required  in  Commercial  and 
Business  Transactions,  together  with  Useful  Tables.  By  Daniel  O ‘Gorman. 
Corrected  and  extended  by  Prof.  J.  R.  Young.  Twenty-seventh  Edition,  Revised  by 
C.  Norris.  Fcap.  8vo,  2s.  6d.  cloth  limp  ;  or,  3^-.  Cd.  strongly  half-bound  in  leather. 
‘‘It  would  be  difficult  to  exaggerate  the  usefulness  of  a  book  like  this  to  everyone  engaged  in  com¬ 
merce  or  manufacturing  industry.  It  is  crammed  full  of  rules  and  formulae  for  shortening  and  employing 
calculations.” — Knowledge. 

Modern  Metrical  Units  and  Systems. 

Modern  Metrology  :  a  Manual  of  the  Metrical  Units  and 

Systems  of  the  present  Century.  With  an  Appendix  containing  a  proposed  English 
System.  By  Lewis  D'A.  Jackson,  A.-M.  Inst.  C.E.,  Author  of  “Aid  to  Survey 
Practice,”  &c.  Large  crown  8vo,  12s.  6d.  cloth. 

“  We  recommend  the  work  to  all  interested  in  the  practical  reform  of  our  weights  and  measures.” 

Nature. 

The  Metric  System  and  the  British  Standards. 

A  Series  of  metric  Tables,  in  which  the  British  Standard 

Measures  and  Weights  are  compared  with  those  of  the  Metric  System  at  present  in 
Use  on  the  Continent.  By  C.  H.  Dowling,  C.E.  8vo,  ioj.  6d.  strongly  bound. 

”  Mr.  Dowling’s  Tables  are  well  put  together  as  a  ready  reckoner  for  the  conversion  of  one  system 
into  the  other.” — Athe7iae7i77t. 

iron  and  Metal  Trades’  Calculator. 

The  Iron  and  metal  Trades’  Companion  :  For  expedi¬ 
tiously  ascertaining  the  Value  of  any  Goods  bought  or  sold  by  Weight,  from  ix. 
per  cwt.  to  II2X,  perewt.,  and  from  one  farthing  per  pound  to  one  shilling  per  pound. 
By  Thomas  Downie.  Strongly  bound  in  leather,  396  pp.,  px. 

“A  most  useful  set  of  tables,  nothing  like  them  before  existed.” — Building  News. 

‘‘Although  specially  adapted  to  the  iron  and  metal  trades,  the  taoles  will  be  found  useful  in  every 
other  business  in  which  merchandise  is  bought  and  sold  by  weight.” — Railway  News. 


42 


CROSBY  LOCKWOOD  6-  SON'S  CATALOGUE. 


Chadwick's  Calculator  for  Numbers  and  Weights  Combined. 

The  Number,  Weight,  and  Fractional  Calculator. 

Containing  upwards  of  250,000  Separate  Calculations,  showing  at  a  glance  the  value 
at  422  different  rates,  ranging  from  ^  Penny  to  20s.  each,  or  per  cwt.,  and 

^20  per  ton,  of  any  number  of  articles  consecutively,  from  i  to  470. — Any  number 
of  cwts.,  qrs.,  and  lbs.,  from  i  cwt.  to  470  cwts. — Any  number  of  tons,  cwts.,  qrs., 
and  lbs.,  from  i  to  1,000  tons.  By  William  Chadwick,  Public  Accountant. 
Third  Edition,  Revised  and  Improved.  8vo,  price  iSj.  strongly  bound  for  Office 
wear  and  tear. 

Ls  adapted  for  the  ttse  of  Accountants  and  Auditors,  Railway  Companies,  Canal 
Companies ,  Shippers^  Shipping  Agents,  General  Carriers,  Sfc.  Lronfounders,  Brass- 
founders,  Metal  Merchants,  Lron  Manifacturers,  Lronmongers,  Engineers,  Machinists, 
Boiler  Mahers,  Milhvrights,  Roofing,  Bridge  and  Girder  MaJiers,  Colliery  Proprietors, 
Timber  ALerchants,  Builders,  Contractors,  Architects,  Surveyors,  Auctioneers,  Valuers y 
Brokers,  Alill  Oiuners  and  Alanufacturers,  Mill  Furnishers,  Merchants,  and  General 
Wholesale  Tradesmen.  Also  for  the  Apportionment  of  Mileage  Charges  for  Railway  Traffic. 

*  f  Opinions  of  the  Press. 

“  It  is  as  easy  of  reference  for  any  answer  or  any  number  of  answers  as  a  dictionary,  and  the  refer¬ 
ences  are  even  more  quickly  made.  For  making  up  accounts  or  estimates  the  book  must  prove  invalua¬ 
ble  to  all  who  have  any  considerable  quantity  of  calculations  involving  price  and  measure  in  any  combi¬ 
nation  to  do.” — Engineer. 

“The  most  complete  and  practical  ready  reckoner  which  it  has  been  our  fortune  yet  to  see.  It  is 
difficult  to  imagine  a  trade  or  occupation  in  which  it  could  not  be  of  the  greatest  use,  either  in  saving 
human  labour  or  in  checking  work.  The  publishers  have  placed  within  the  reach  of  every  commerciai 
man  an  invaluable  and  unfailing  assistant.” — The  Miller. 

“  The  most  perfect  work  of  the  kind  yet  prepared.” — Glasgow  Herald. 

Harben's  Comprehensiue  Weight  Calculator. 

The  Weight  Calculator:  Being  a  Series  of  Tables  upon  a 

New  and  Comprehen.sive  Plan,  exhibiting  at  one  Reference  the  exact  Value  of  any 
Weight  from  i  lb.  to  15  tons,  at  300  Progressive  Rates,  from  id.  to  i68j.  per  cwt., 
and  containing  186,000  Direct  Answers,  which,  with  their  Combinations,  consisting 
of  a  single  addition  (mostly  to  be  performed  at  sight),  will  afford  an  aggregate  of 
10,266,000  Answers  ;  the  whole  being  calculated  and  designed  to  ensure  correct¬ 
ness  and  promote  despatch.  By  Henry  Harben,  Accountant.  Fourth  Edition, 
carefully  corrected.  Royal  8vo,  strongly  half-bound,  5^'. 

“  A  practical  and  useful  work  of  reference  for  men  of  business  generally  ;  it  is  the  best  of  the  kind  we 
have  seen.” — Ironmonger. 

“  Of  priceless  value  to  business  men.  It  is  a  necessary  book  in  all  mercantile  offices.” — Sheffield 
Independent. 

Harben’ s  Comprehensiue  Discount  Guide. 

The  Discount  Guide.  Comprising  several  Series  of  Tables  for 

the  use  of  Merchants,  Manufacturers,  Ironmongers,  and  others,  by  which  may  be 
ascertained  the  exact  Profit  arising  from  any  mode  of  using  Discounts,  either  in  the 
Purchase  or  Sale  of  Goods,  and  the  method  of  either  Altering  a  Rate  of  Discount, 
or  Advancing  a  Price,  so  as  to  produce,  by  one  operation,  a  sum  that  will  realise  any 
required  profit  after  allowing  one  or  more  Discounts :  to  which  are  added  Tables  01 
Profit  or  Advance  from  i|  to  90  per  cent..  Tables  of  Discount  from  i|  to  985  per 
cent.,  and  Tables  of  Commission,  &c.,  from  ^  to  10  per  cent.  By  Henry  Harben, 
Accountant,  Author  of  “The  Weight  Calculator.”  New  Edition,  carefully  Revised 
and  Corrected.  Demy  8vo,  544  pp.,;,^!  5^.  half-bound. 

“A  book  such  as  this  can  only  be  appreciated  by  business  men,  to  whom  the  saving  of  time  means 
saving  of  money.  We  have  the  high  authority  of  Professor  J.  R.  Young  that  the  tables  throughout  the 
work  are  constructed  upon  strictly  accurate  principles.  I'he  work  is  a  model  of  typographical  clearness, 
and  must  prove  of  great  value  to  merchants,  manufacturers,  and  general  traders.” — British  Trade 
yournal. 

Iron  Shipbuilders’  and  Merchants’  Weight  Tables. 

Iron-Plate  weight  Tables  :  For  iron  Shipbuilders,  Engi¬ 
neers,  and  Iron  Merchants.  Containing  the  Calculated  Weights  of  upwards  of 
150,000  different  sizes  of  Iron  Plates  from  i  foot  by  6  in.  by  i  in.  to  10  feet  by  5 
feet  by  i  in.  Worked  out  on  the  basis  of  40  lbs.  to  the  square  foot  of  Iron  of  i 
inch  in  thickness.  Carefully  compiled,  and  thoroughly  Revised  by  H.  Burlinson 
andW.  PI.  Simpson.  Oblong  410,  25^.  half-bound. 

“  This  work  will  be  found  of  great  utility.  The  authors  have  had  much  practical  experience  of 
what  is  wanting  in  making  estimates,  and  the  use  of  the  book  will  save  much  time  in  making  elaborate 
calculations.” — EnscHsh  Mechanic. 


AGRICULTURE,  FARMING,  GARDENING,  &-c. 


43 


AGRICULTURE,  FARMING,  GARDENING,  etc. 

Dr.  Fream’s  New  Edition  of  “  The  Standard  Treatise  on  Agriculture.’' 

The  Complete  Grazier  and  farmer’s  and  Cattle 

Breeder’s  Assistant  :  a  Compendium  of  Husbandry.  Originally  Written  by 
William  Youatt.  Thirteenth  Edition,  entirely  Re-written,  considerably  En¬ 
larged,  and  brought  up  to  the  Present  Requirements  of  Agricultural  Practice,  by 
William  P'ream,  LL.D.,  Steven  Lecturer  in  the  University  of  Edinburgh,  Author 
of  “The  Elements  of  Agriculture,”  &c.  Royal  8vo,  i,ioo  pp.,  with  over  450 
Illustrations.  Price  £1  lu.  6d.  strongly  and  handsomely  bound. 


Extract  from  Publishers’  Advertisement. 

“  A  treatise  that  made  its  original  appearance  in  the  first  decade  of  the  century,  and  that  enters 
upon  its  Thirteenth  edition  before  the  century  has  run  its  course,  has  undoubtedly  established  its 
position  as  a  work  of  permanent  value.  .  .  .  The  phenomenal  progress  of  the  last  dozen  years 

in  the  Practice  and  Science  of  Farming  has  rendered  it  necessary,  however,  that  the  volume  should 
be  re-written,  .  .  .  and  for  this  undertaking  the  Publishers  were  fortunate  enough  to  secure  the 

services  of  Dr.  Fream,  whose  high  attainments  in  all  matters  pertaining  to  agriculture  have  been 
so  emphatically  recognised  by  the  highest  professional  and  official  authorities.  In  carrying  out  his 
editorial  duties,  Dr.  Fream  has  been  favoured  with  valuable  contributions  by  Prof.  J.  Wortley 
Axe,  Mr.  E.  Brown,  Dr.  Bernard  Dyer,  Mr.  W.  J.  Malden,  Mr.  R.  H.  Rew,  Prof.  Sheldon,  Mr. 
J.  SiNCLAtR,  Mr.  Sanders  Spencer,  and  others. 

“  As  regards  the  illustrations  of  the  work,  no  pains  have  been  spared  to  make  them  as  repre¬ 
sentative  and  characteristic  as  possible,  so  as  to  be  practically  useful  to  the  Farmer  and  Grazier.” 


Summary  of  Contents 


Book  I.  On  the  Varieties,  Breeding,  Rear¬ 
ing,  Fattening  AND  Management  of  Cattle. 

Book  II,  On  the  Economy  and  Management 
OF  THE  Dairy. 

Book  III.  On  the  Breeding,  Rearing,  and 
Management  of  Horses. 

Book  IV.  On  the  Breeding,  Rearing,  and 
Fattening  of  Sheep. 

Book  V.  On  the  Breeding,  Rearing,  and 
Fattening  of  Swine. 

Book  VI.  On  the  Diseases  of  Live  Stock. 


Book  VII.  On  the  Breeding,  Rearing,  and 
Management  of  Poultry. 

Book  VIII.  On  Farm  Offices  and  Imple¬ 
ments  of  Husbandry. 

Book  IX.  On  the  Culture  and  Manage¬ 
ment  OF  Grass  Lands. 

Book  X.  On  the  Cultivation  and  Applica¬ 
tion  OF  Grasses,  Pulse  and  Roots. 

Book  XL  On  Manures  and  their  appli¬ 
cation  TO  Grass  Land  and  Crops. 

Book  XII.  Monthly  Calendars  of  Farmwork, 


Opinions  of  the  Press  on  the  New  Edition. 

_  ‘‘  Dr.  FYeam  is  to  be  congratulated  on  the  successful  attempt  he  has  made  to  give  us  a  work 
which  will  at  once  become  the  standard  classic  of  the  farm  practice  of  the  country.  We  believe  that 
it  will  be  found  that  it  has  no  compeer  among  the  many  works  at  present  in  existence.  .  .  .  The 

illustrations  are  admirable,  while  the  frontispiece,  which  represents  the  well-known  bull.  New  Year’s 
Gift,  bred  by  the  Queen,  is  a  work  of  art.” — The  Times. 

“  The  book  must  be  recognised  as  occupying  the  proud  position  of  the  most  exhaustive  work  of 
reference  in  the  English  language  on  the  subject  with  which  it  deals.” — Athenceum. 

“The  most  comprehensive  guide  to  modern  farm  practice  that  exists  in  the  English  language 
to-day.  .  .  .  The  book  is  one  that  ought  to  be  on  every  farm  and  in  the  library  of  every  land 

owner.” — Mark  Lane  Express. 

“  In  point  of  exhaustiveness  and  accuracy  the  work  will  certainly  hold  a  pre-eminent  and  unique 
position  among  books  dealing  with  scientitic  agricultural  practice.  It  is,  in  fact,  an  agricultural 
library  of  itself.” — North  Britisli  Agriculturist. 

“  A  compendium  ©f  authoritative  and  well-ordered  knowledge  on  every  conceivable  branch  of 
the  work  of  the  live  stock  farmer ;  probably  without  an  equal  in  this  or  any  othei  country.” — York¬ 
shire  Post, 

“The  best  and  brightest  guide  to  the  practice  of  husbandry  :  one  that  has  no  superior — no  equal 
we  might  truly  say— among  the  agricultural  literature  now  before  the  public.  ...  In  every  section 
in  which  we  have  tested  it,  the  work  has  been  found  thoroughly  up  to  date.” — Bell's  Weekly  Mes¬ 
senger, 


British  Farm  Live  Stock. 

Farm  Live  Stock  of  Great  Britain.  By  Robert  Wallace, 

F.L.S.,  F.R.S.E.,  &c..  Professor  of  Agriculture  and  Rural  Economy  in  the 
University  of  Edinburgh.  Third  Edition,  thoroughly  Revised  and  considerably 
Enlarged.  With  over  120  Phototypes  of  Prize  Stock.  Demy  8vo,  384  pp.,  with 
79  Plates  and  Maps.  Price  12^.  61.,  cloth. 

“  A  really  complete  work  on  the  history,  breeds,  and  management  of  the  farm  stock  of  Great 
Britain,  and  one  which  is  likely  to  hnd  its  way  to  the  shelves  of  every  country  gentleman’s 
library.’’ — The  Times. 

“The  latest  edition  of  ‘  Farm  Live  Stock  of  Great  Britain  ’  is  a  production  to  be  proud  of,  and 
its  issue  not  the  least  of  the  services  which  its  author  has  rendered  to  agricultural  science.” — 
Scottish  Farmer. 

“  The  book  is  very  attractive,  .  .  .  and  we  can  scarcely  imagine  the  existence  of  a  farmer  who 
would  not  like  to  have  a  copy  of  this  beautiful  and  useful  work.” — Mark  Lane  Express. 

“  A  work  which  will  long  be  regarded  as  a  standard  authority  whenever  a  concise  history  and 
description  of  the  breeds  of  live  stock  in  the  British  Isles  is  required.” — Bell's  Weekly  Messenger. 


44 


CROSBY  LOCKWOOD  6-  6’(97V^’6'  CATALOGUE. 


Dairy  Farming. 

British  Dairying  :  A  Handy  Volume  on  the  Work  of  the  Dairy- 

Farm.  For  the  Use  of  Technical  Instruction  Classes,  Students  in  Agricultural 
Colleges  and  the  Working  Dairy-Farmer.  By  Prof.  J.  P.  Sheldon,  late  Special 
Commissioner  of  the  Canadian  Government,  Author  of  “Dairy  Farming,”  “The 
Farm  and  the  Dairy,”  &c.  With  numerous  Illustrations.  Crown  8vo,  2s.  6d.  cloth. 
“May  be  confidently  recommended  as  a  useful  text-book  on  dairy  farming.” — Agricultural 
•Gazette. 

“  Probably  the  best  half-crown  manual  on  dairy  work  that  has  yet  been  produced.’’ — North 
British  Agriculturist. 

“  It  is  the  soundest  little  work  we  have  yet  seen  on  the  subject.’’ — The  Times. 

Dairy  Manual. 

Milk,  Cheese  and  Butter:  Their  Composition,  Character  and 

the  Processes  of  their  Production.  A  Practical  Manual  for  Students  and  Dairy 
Farmers.  By  John  Oliver,  late  Principal  of  the  Western  Dairy  Institute, 
Berkeley.  Crown  8vo,  380  pages,  with  Coloured  Test  Sheets,  and  numerous  Illus¬ 
trations,  ‘]s.  6d.  cloth.  \.Just published. 

Agricultural  Facts  and  Figures. 

Note-Book  of  Agricultural  facts  and  Figures  for 

Farmers  and  Farm  Students.  By  Primrose  McConnell,  B.Sc.  Fifth 
Edition.  Royal  32010,  roan,  gilt  edges,  with  band,  45-. 

“  Literally  teems  with  information  and  we  can  cordially  recommend  it  to  all  connected  with 
agriculture.” — North  British  Agricultuiist. 

Small  Farming. 

Systematic  Small  Farming  ;  or,  The  Lessons  of  my  Farm. 

Being  an  Introduction  to  Modern  Farm  Practice  for  Small  Farmers.  By  Robert 
Scott  Burn,  Author  of  “Outlines  of  Modern  Farming,”  &c.  With  numerous 
Illustrations,  crown  8vo,  6^-.  cloth. 

“This  is  the  completest.  book  of  its  class  we  have  seen,  and  one  which  every  amateur  farmer  will 
read  with  pleasure,  and  accept  as  a  guide.” — Field. 

Modern  Farming. 

Outlines  of  Modern  Farming.  By  R.  Scott  Burn.  Soils, 

Manures,  and  Crops — Farming  and  Farming  Economy — Cattle,  Sheep,  and  Horses — 
Management  of  Dairy,  Pigs,  and  Poultry — Utilization  of  Town-Sewage,  Irrigation, 
&c.  Sixth  Edition.  In  one  vol.,  1,250  pp.,  half-bound,  profusely  Illustrated,  12s. 
“The  aim  of  the  author  has  been  to  make  his  work  at  once  comprehensive  and  trustworthy,  and  in 
this  aim  he  has  succeeded  to  a  degree  which  entitles  him  to  much  credit.” — Morning  Advertiser. 

Agricultural  Engineering. 

Farm  Engineering,  The  Complete  Text-Book  of.  Com¬ 
prising  Draining  and  Embanking  ;  Irrigation  and  Water  Supply  ;  Farm  Roads, 
Fences  and  Gates  ;  Farm  Buildings;  Barn  Implements  and  Machines  ;  Field  Imple¬ 
ments  and  Machines;  Agricultural  Surveying,  &c.  By  Professor  John  Scott.  In 
one  vol.,  1,150  pages,  half- bound,  with  over  600  Illustrations,  12s. 

“Written  with  great  care,  as  well  as  with  knowledge  and  ability.  The  author  has  done  his  work 
v/ell ;  we  have  found  him  a  very  trustworthy  guide  wherever  we  have  tested  his  statements.  The  volume 
v/ill  be  of  great  value  to  agricultural  students.” — Mark  La7te  Express. 

Agricultural  Text- Book. 

THE  FIELDS  OF  GREAT  BRITAIN:  A  Text- Book  of  Agriculture. 

Adapted  to  the  Syllabus  of  the  Science  and  Art  Department.  For  Elementary  and 
Advanced  Students.  By  Hugh  Clements  (Board  of  Trade).  Second  Edition, 
Revised,  with  Additions.  i8mo,  2s.  6d.  cloth. 

“  A  most  comprehensive  volume,  giving  a  mass  of  information.” — Agricultural  Eco}tojnist. 

“  It  is  a  long  time  since  we  have  seen  a  book  which  has  pleased  us  more,  or  which  contains  such  a 
vast  and  useful  fund  of  knowledge.” — Educational  Tiiites. 

Tables  for  Farmers,  &c. 

Tables,  Memoranda,  and  Calculated  Results  for  Farmers, 

Graziers,  Agricultural  Students,  Surveyors,  Land  Agents,  Auctioneers,  &c.  With  a 
New  System  of  Farm  Book-keeping.  Selected  and  Arranged  by  Sidney  Francis. 
Third  Edition,  Revised.  272  pp. ,  waistcoat-pocket  size,  limp  leather,  u.  6d. 

“  Weighing  less  than  1  oz.,  and  occupying  no  more  space  than  a  match  box,  it  contains  a  mass  of 
facts  and  calculations  which  has  never  before,  in  such  handy  form,  been  obtainable.  Every  opera¬ 
tion  on  the  farm  is  dealt  with.  The  work  may  be  taken  as  thoroughly  accurate,  the  whole  of  the 
tables  having  been  revised  by  Dr.  Fream.  We  cordially  recommend  it.” — Bell’s  Weekly  Messenger, 


AGRICULTURE,  EARA//JVG,  GARDENING, 


45 


The  Management  of  Bees. 

BEES  FOR  PLEASURE  AND  PROFIT:  A  Guide  to  the  Manipula¬ 
tion  of  Bees,  the  Production  of  Honey,  and  the  General  Management  of  the  Apiary. 
By  G.  Gordon  Samson.  With  numerous  Illustrations.  Crown  8vo,  u.  cloth. 

“  The  intending  bee-keeper  will  find  exactly  the  kind  of  information  required  to  enable  him  to  make 
a  succefsful  start  with  his  hives.  The  author  is  a  thoroughly  competent  teacher,  and  his  book  may  be 
commended.” — Morning  Post. 

farm  and  Estate  Book-keeping. 

Book-Keeping  for  Farmers  and  Estate  Owners,  a 

Practical  Treatise,  presenting,  in  Three  Plans,  a  System  adapted  for  all  Classes  of 
Farms.  By  Johnson  M.  Woodman,  Chartered  Accountant.  Second  Edition,. 
Revised.  Crown  8vo,  3j‘.  6d.  cloth  boards  ;  or,  2s.  6d.  cloth  limp. 

“  The  volume  is  a  capital  study  of  a  most  important  snh]ect.”-~Ag'riciiit7(rai  Gazette. 

”  The  young  farmer,  land  agent,  and  surveyor  will  find  Mr.  Woodman’s  treatise  more  than  repay- 
its  cost  and  study.” — Buildings  News. 

Farm  Account  Book. 

WOODMAN’S  Yearly  Farm  Account  Book.  Giving  a  Weekly 

Labour  Account  and  Diary,  and  showing  the  Income  and  Expenditure  under  each 
Department  of  Crops,  Live  Stock,  Dairy,  &c.  &c.  With  Valuation,  Profit  and 
Loss  Account,  and  Balance  Sheet  at  the  end  of  the  Year.  By  Johnson  M.  Wood¬ 
man,  Chartered  Accountant,  Author  of  “  Bookkeeping  for  Farmers.”  Folio,. 
Js.  6d.  half-bound. 

”  Contains  every  requisite  form  for  keeping  farm  accounts  readily  and  accurately.” — Agriculture. 

Early  Fruits,  Flowers  and  Vegetables. 

The  Forcing-Garden  ;  or,  How  to  Grow  Early  Fruits,  Flowers, 

and  Vegetables.  With  Plans  and  Estimates  for  Building  Glasshouses,  Pits  and 
Frames.  With  Illustrations.  By  Samuel  Wood.  Crown  8vo,  3^  6d.  cloth. 

“  A  good  book,  and  fairly  fills  a  place  that  was  in  some  degree  vacant.  The  book  is  written  witF 
great  care,  and  contains  a  great  deal  of  valuable  teaching.” — Gardeners'  Magazine. 

Good  Gardening. 

A  PLAIN  Guide  to  Good  Gardening;  or,  How  to  Grow 

Vegetables,  Fruits,  and  Flowers.  By  S.  Wood.  Fourth  Edition,  with  considerable 
Additions,  &c. ,  and  numerous  Illustrations.  Crown  8vo,  3j-.  6d.  cloth. 

“A  very  good  book,  and  one  to  be  highly  recommended  as  a  practical  guide.  The  practical  direc¬ 
tions  are  excellent.” — AthencBiun. 

”  May  be  recommended  to  young  gardeners,  cottagers,  and  specially  to  amateurs,  for  the  plain,  simple, 
and  trustworthy  information  it  gives  on  common  matters  too  often  neglected.’’ — Gardeners'  Chronicle. 

Gainful  Gardening. 

MULTUM-IN-PARVO  Gardening;  or,  Howto  make  One  Acre  ot 

Land  produce  £620  a-year,  by  the  Cultivation  of  Fruits  and  Vegetables  ;  also. 
How  to  Grow  Flowers  in  Three  Glass  Houses,  so  as  to  realise  £1^6  per  annum 
clear  Profit.  By  Samuel  Wood,  Author  of  “Good  Gardening,”  &c.  Fifth  and 
Cheaper  Edition,  revised,  with  Additions.  Crown  8vo,  il  sewed. 

‘‘We  are  bound  to  recommend  it  as  not  only  suited  to  the  case  of  the  amateur  and  gentleman’s  gar¬ 
dener,  but  to  the  market  grower.” — Gardeners'  Magazine. 

Gardening  for  Ladies. 

The  Ladies’  Multum-in-Parvo  Flower  Garden,  and 

Amateurs’  Complete  Guide.  With  Illusts.  By  S.  Wood.  Cr.  8vo,  y.  6d.  cloth. 

“This volume  contains  a  good  deal  of  sound,  common-sense  instruction.” — Florist. 

“  Full  of  shrewd  hints  and  useful  instructions,  based  on  a  lifetime  of  experience.” — Scotsman, 

Receipts  for  Gardeners. 

Garden  receipts.  Edited  by  Charles  W.  Quin.  i2mo,  is.  6d. 

cloth  limp. 

“  A  useful  and  handy  book,  containing  a  good  deal  of  valuable  information.” — Athenantm. 

Market  Gardening. 

MARKET  AND  KITCHEN  GARDENING.  By  Contributors  to  “  The 
Garden.”  Compiled  by  C.  W.  Shaw,  late  jiditor  of  “Gardening  Illustrated.” 
1 2 mo,  y.  6d.  cloth  boards. 

“  The  most  valuable  compendium  of  kitchen  and  market-garden  work  published.” — Farmer. 

Cottage  Gardening. 

Cottage  Gardening;  or.  Flowers,  Fruits,  and  Vegetables  for 

Small  Gardens.  By  E.  Hobday.  i2mo,  u.  6d.  cloth  limp. 

.  “  Contains  much  useful  information  at  a  small  charge.” — Glasgow  Herald, 


46 


CROSBY  LOCKWOOD  SON'S  CATALOGUE. 


AUCTIONEERING,  VALUING,  LAND  SURVEYING, 

ESTATE  AGENCY,  etc. 

Auctioneer’s  Assistant. 

The  Appraiser,  auctioneer,  Broker,  House  and  Estate 

Agent  and  Valuer’s  Pocket  Assistant,  for  the  Valuation  for  Purchase,  Sale, 
or  Renewal  of  Leases,  Annuities  and  Reversions,  and  of  property  generally  ;  with 
Prices  for  Inventories,  &c.  By  John  Wheeler,  Valuer,  &c.  Sixth  Edition, 
Re-written  and  greatly  Extended  by  C.  NoRRiS,  Surveyor,  Valuer,  &c.  Royal 
32mo,  5^.  cloth. 

“A  neat  and  concise  book  of  reference,  containing  an  admirable  and  clearly-arranged  list  of  prices 
for  inventories,  and  a  very  practical  guide  to  determine  the  value  of  furniture,  &c.” — Standard. 

“  Contains  a  large  quantity  of  varied  and  useful  information  as  to  the  valuation  for  purchase,  sale,  or 
renewal  of  leases,  annuities  and  reversions,  and  of  propertv  generally,  with  prices  for  inventories,  and  a 
guide  to  determine  the  value  of  interior  fittings  and  other  effects.” — Builder. 

Auctioneering. 

AUCTIONEERS  :  THEIR  DUTIES  AND  LIABILITIES.  A  Manual  of 
Instruction  and  Counsel  for  the  Young  Auctioneer.  By  Robert  Squibbs,  Auc¬ 
tioneer.  Second  Edition,  Revised  and  partly  Re-written.  Demy  8vo,  I2j.  6t/.  cloth. 

Opinions  of  the  Press. 

“The  standard  text-book  on  the  topics  of  which  it  treats.’’ — Athenceum. 

“The  work  is  one  of  general  excellent  character,  and  gives  much  information  in  a  compendious 
and  satisfactory  form.” — Builder. 

“  May  be  recommended  as  giving  a  great  deal  of  information  on  the  law  relating  to  auctioneers, 
in  a  very  readable  form.” — Law  Jcmnal. 

“  Auctioneers  may  be  congratulated  on  having  so  pleasing  a  writer  to  minister  to  their  special 
needs.” — Solicitors’  Journal. 

“  Every  auctioneer  ought  to  possess  a  copy  of  this  excellent  work.” — Ironmonger. 

“  Of  great  value  to  the  profession.  .  .  .  We  readily  welcome  this  book  from  the  fact  that  it  treats 

the  subject  in  a  manner  somewhat  new  to  the  profession.” — Estates  Gazette. 

inwood’s  Estate  Tables. 

Tables  for  the  Purchasing  of  Estates,  Freehold, 

Copyhold,  or  Leasehold;  Annuities,  Advowsons,  &c.,  and  for  the  Renewing 
of  Leases  held  under  Cathedral  Churches,  Colleges,  or  other  Corporate  bodies,  for 
Terms  of  Years  certain,  and  for  Lives  ;  also  for  Valuing  Reversionary  Estates,  De¬ 
ferred  Annuities,  Next  Presentations,  &c.  ;  together  with  Smart’s  Five  Tables  of 
Compound  Interest,  and  an  Extension  of  the  same  to  Lower  and  Intermediate 
Rates.  By  W.  Inwood.  24th  Edition,  with  considerable  Additions,  and  new  and 
valuable  Tables  of  Logarithms  for  the  more  Difficult  Computations  of  the  Interest 
of  Money,  Discount,  Annuities,  &c. ,  by  M.  Fedor  Thoman,  of  the  Societe  Credit 
Mobilier  of  Paris.  Crown  8vo,  8j.  cloth. 

“Those  interested  in  the  purchase  and  sale  of  estates,  and  in  the  adjustment  of  compensation  cases, 
as  well  as  in  transactions  in  annuities,  life  insurances,  &c.,  will  find  the  present  edition  of  eminent 
service.” — Engineering. 

“  ‘  Inwood’s  Tables  ’  still  maintain  a  most  enviable  reputation.  The  new  issue  has  been  enriched  by 
large  additional  contributions  by  M.  Fedor  Thoman,  whose  carefully-arranged  Tables  cannot  fail  to  be 
of  the  utmost  utility.” — Mining  Journal. 

Agricultural  Valuer’s  Assistant. 

The  Agricultural  Valuer’s  Assistant,  a  Practical 

Handbook  on  the  Valuation  of  Landed  Estates  ;  including  Rules  and  Data  for 
Measuring  and  Estimating  the  Contents,  Weights  and  Values  of  Agricultural 
Produce  and  Timber,  and  the  Values  of  Feeding  Stuffs,  Manures,  and  Labour; 
with  Forms  of  Tenant-Right  Valuations,  Lists  of  Local  Agricultural  Customs, 
Scales  of  Compensation  under  the  Agricultural  Holdings  Act,  &c.  &c.  By  Tom 
Bright,  Agricultural  Surveyor.  Second  Edition,  much  Enlarged.  Crown  8vo, 
5^.  cloth. 

“  Full  of  tables  and  examples  in  connection  with  the  valuation  of  tenant-right,  estates,  labour,  con¬ 
tents  and  weights  of  timber,  and  farm  produce  of  all  kinds.” — Agricultural  Gazette. 

“  An  eminently  practical  handbook,  full  of  practical  tables  and  data  of  undoubted  interest  and  value 
to  surveyors  and  auctioneers  in  preparing  valuations  of  all  kinds.” — Farmer. 

Plantations  and  Underwoods. 

POLE  PLANTATIONS  AND  UNDERWOODS:  A  Practical  Hand¬ 
book  on  Estimating  the  Cost  of  Forming,  Renovating,  Improving,  and  Grubbing 
Plantations  and  Underwoods,  their  Valuation  for  Purposes  of  Transfer,  Rental, 
Sale  or  Assessment.  By  Tom  Bright,  Author  of  “  The  Agricultural  Valuer’s 
Assistant,”  &c.  Crown  8vo,  3^.  6d.  cloth. 

“  To  valuers,  foresters  and  agents  it  will  be  a  welcome  aid.” — North  British  Agriculturist. 

“  Well  calculated  to  assist  the  valuer  in  the  discharge  of  his  duties,  and  of  undoubted  interest 
and  use  both  to  surveyors  and  auctioneers  in  preparing  valuations  of  all  kinds.”— Am/  Herald. 


AUCTIONEERING,  VALUING,  LAND  SURVEYING,  dr-Y. 


47' 


Hudson's  Land  Valuer’s  Pocket-Book. 

The  Land  Valuer’s  Best  assistant  :  Being  Tables  on  a 

very  much  improved  Plan,  for  Calculating  the  Value  of  Estates.  With  Tables  for 
reducing  Scotch,  Irish,  and  Provincial  Customary  Acres  to  Statute  Measure,  &c. 
By  R.  Hudson,  C.Pl  New  Edition.  Royal  321110,  leather,  elastic  band,  4^-. 

“  Of  incalculable  value  to  the  country  gentleman  and  professional  man.” — Farmeis'  Journal. 

Eiuart’s  Land  Improver’s  Pocket-Book. 

The  Land  Improver’s  Pocket-Book  of  Formul>e,  Tables, 

AND  Memoranda  required  in  any  Computation  relating  to  the  Permanent 
Improvement  of  Landed  Property.  By  John  Ewart,  Land  Surveyor  and 
Agricultural  Engineer.  Second  Edition,  Revised.  Royal  321110,  oblong,  leather, 
gilt  edges,  with  elastic  band,  4^-. 

“A  compendious  and  handy  little  volume.” — Sj>ectatof . 

Complete  Agricultural  Surveyor’s  Pocket-Book. 

The  Land  Valuer’s  and  Land  Improver’s  Complete 

PoCKET-BooK.  Being  the  above  Two  Works  bound  together.  Leather,  with 
strap,  yj.  6d. 

House  Property. 

Handbook  of  house  Property  :  A  Popular  and  Practical 

Guide  to  the  Purchase,  Mortgage,  Tenancy,  and  Compulsory  Sale  of  Houses  and 
Land,  including  the  Law  of  Dilapidations  and  Fixtures  :  with  Examples  of  all 
kinds  of  Valuations,  Useful  Information  on  Building  and  Suggestive  Elucidations 
of  Fine  Art.  By  E.  L.  Tarbuck,  Architect  and  Surveyor.  Fifth  Edition, 
Enlarged.  i2mo,  55-.  cloth. 

“The  advice  is  thoroughly  practical.” — Law  Journal. 

”  For  all  who  have  dealings  with  house  property,  this  is  an  indispensable  guide.” — Decoration. 

“  Carefully  brought  up  to  date,  and  much  improved  by  the  addition  of  a  division  on  Fine  Art. 
,  .  .  .  A  well-written  and  thoughtful  work.” — Land  Agent's  Record, 


LAW  AND  MISCELLANEOUS. 

Private  Bill  Legislation  and  Provisional  Orders. 

Handbook  for  the  Use  of  Solicitors  and  Engineers 

Engaged  in  Promoting  Private  Acts  of  Parliament  and  Provisional  Orders,  for  the 
authorization  of  Railways,  Tramways,  Works  for  the  Supply  of  Gas  and  Water,  and 
other  undertakings  of  a  like  character.  By  L.  Livingston  Macassey,  of  the 
Middle  Temple,  Barrister-at-Law,  and  Member  of  the  Institution  of  Civil  Engineers  ; 
Author  of  “  Hints  on  Water  Supply.”  Demy  8vo,  950  pp.,  25s.  cloth. 

”  The  author’s  double  experience  as  an  engineer  and  barrister  has  enabled  him  to  approach  the 
subject  alike  from  an  engineering  and  legal  point  of  view.” — Local  Governmetit  Chronicle. 

Law  of  Patents. 

Patents  for  Inventions,  and  How  to  Procure  them 

Compiled  for  the  Use  of  Inventors,  Patentees  and  others.  By  G.  G.  M.  Harding- 
HAM,  Assoc.  Mem.  Inst.  C.  E.,  &c.  Demy  8vo,  u.  6d.  cloth. 

Labour  Disputes. 

INDUSTRIAL  CONCILIATION  AND  ARBITRATION:  An  Historical 
Sketch,  with  Practical  Suggestions  for  the  Settlement  of  Labour  Disputes.  By 
J.  S.  Jeans,  Author  of  “Railway  Problems,”  “England’s  Supremacy,”  &c. 
Crown  8vo,  200  pp.,  2s.  6d.  cloth.  [^Jttsl published. 

Pocket-Book  for  Sanitary  Officials. 

The  Health  Officer’s  Pocket-Book  :  a  Guide  to  Sani¬ 
tary  Practice  and  Law.  For  Medical  Officers  of  Health,  Sanitary  Inspectors, 
Members  of  Sanitary  Authorities,  &c.  By  Edward  F.  Willoughby,  M.D. 
(Lond.),  &c..  Author  of  “  Hygiene  and  Public  Health.”  Fcap.  8vo,  yj.  6d.,  cloth, 
red  edges,  rounded  corners.  published. 

”  A  mine  of  condensed  information  of  a  pertinent  and  useful  kind  on  the  various  subjects  of 
which  it  treats.  The  matter  seems  to  have  been  carefully  compiled  and  arranged  for  facility  of 
reference,  and  it  is  well  illustrated  by  diagrams  and  woodcuts.  The  different  subjects  are  succinctly 
but  fully  and  scientifically  dealt  with.” — The  Lancet. 

‘‘  Ought  to  be  welcome  to  those  for  whose  use  it  is  designed,  since  it  practically  boils  down  a 
reference  library  into  a  pocket  volume.  ...  It  combines,  with  an  uncommon  degree  of  efficiency, 
the  qualities  of  accuracy,  conciseness  and  comprehensiveness.” — Scotsman. 

“  An  excellent  publication,  dealing  with  the  scientific,  technical  and  legal  matters  connected 
with  the  duties  of  medical  officers  of  health  and  sanitary  nspectors.  The  work  is  replete  with 
information.” — Local  Government  Journal. 


48 


CROSBY  LOCKWOOD  SON'S  CATALOGUE. 


A  Complete  Epitome  of  the  Laws  of  this  Country. 

Every  Man’s  Own  Lawyer  :  A  Handy-Book  of  the  Principles 

of  Law  and  Equity.  By  A  Barrister.  Thirty-first  Edition,  carefully  Revised, 
and  including  the' Legislation  of  1893.  Comprising  (amongst  other  Acts)  the 
Vohtntary  Conveyances  Act,  1893  ;  the  Married  Women's  Property  Act,  1893  ; 
the  Trtistee  Act,  1893  ;  the  Savings  Bank  Act,  1S93  ;  \.\\e  Barbed  Wire  Act,  1893  »■ 
the  Industrial  and  Provident  Societies'  Act,  1893  5  tl's  Hours  op  Labour  of  Railway 
Servants  Act,  1893  ;  the  Fertiliser  and  Feeding  Stuffs  Act,  1893,  etc.,  as  well 
Betting  and  Loans  (Infants)  Act,  1892;  the  Gaming  Act,  1892;  Shop 
Hours  Act,  1892  ;  the  Conveyancing  and  Real  Pi'operty  Act,  1892  ;  the  Small  Hold¬ 
ings  Act,  1892  ;  and  many  other  new  Acts.  Crown  8vo,  700  pp.,  price  6^.  ^d.  (saved 
at  every  consultation  !  ),  strongly  bound  in  cloth.  [ffust  published , 

The  Book  will  be  found  to  comprise  ( amongst  other  matter)  — 

The  Rights  and  Wrongs  of  Individuals — Landlord  and  Tenant — 
Vendors  and  Purchasers — Partners  and  Agents — Companies  and  Associa¬ 
tions— Masters,  Servants  and  Workmen— Leases  and  Mortgages — Libel 
AND  Slander — Contracts  and  Agreements— Bonds  and  Bills  of  Sale — 
Cheques,  Bills  and  Notes — Railway  and  Shipping  Law — Bankruptcy  and 
Insurance — Borrowers,  Lenders  and  Sureties— Criminal  Law — Parlia¬ 
mentary  Elections — County.  Councils— Municipal  Corporations — Parish 
Law,  Churchwardens,  etc. — Public  Health  and  Nuisances — Copyright  and 
Patents — Trade  Marks  and  Designs — Husb.vnd  and  Wife,  Divorce,  etc. — 
Trustees  and  Executors — Guardian  and  Ward,  Infants,  etc. — Game  Laws 
AND  Sporting — Horses,  Horse-dealing  and  Dogs— Innkeepers,  Licensing^ 
ETC. — Forms  of  Wills,  Agreements,  etc.  etc. 

The  object  of  this  work  is  to  enable  those  who  consult  it  to  help  themselves  to 
the  law ;  and  thereby  to  dispense,  as  far  as  possible,  with  professional  assistance  ana 
advice.  There  are  many  zvrongs  and  grievances  zvhich  persons  submit  to  from  time  tO' 
time  through  not  knoiving  how  or  where  to  apply  for  redress  ;  and  many  persons  have  as 
great  a  dread  of  a  lawyer's  office  as  of  a  lion's  den.  With  this  book  at  hand  it  is  believed 
that  many  a  Six-AND-Eightpence  may  be  saved;  many  a  wrong  redressed ;  many  a 
right  reclaimed  ;  many  a  law  suit  avoided;  and  many  an  evil  abated.  The  zvork  has- 
established  itself  as  the  standard  legal  adviser  of  all  classes,  and  has  also  made  a  reputa¬ 
tion  for  itself  as  a  useful  book  of  reference  for  lazvyers  residing  at  a  distance  from  lazv 
libraries,  who  are  glad  to  have  at  hand  a  zvork  embodying  recent  decisions  and  enactments. 

***  Opinions  of  the  Press. 

“  It  is  a  coTiplete  code  nf  English  L^w  written  in  plain  language,  which  all  can  understand.  . 

Should  be  in  me  hands  ot  every  business  man,  and  all  who  wish  to  abolish  lawyers’  bills.” — Weekly  Times. 
A  useful  and  concise  epitome  of  the  law,  compiled  with  considerable  care.” — Law  Magazine. 

“  A  complete  digest  of  the  most  useful  facts  which  constitute  English  law.” — Globe. 

“  This  excellent  handbook.  .  .  .  Admirably  done,  admirably  arranged,  and  admirably  cheap.’’ — 
Leeds  Mercury. 

.  ‘‘A  concise,  cheap,  and  complete  epitome  of  the  English  law.  So  plainly  written  that  be  who  runs 
may  read,  and  he  who  reads  may  understand. ’ ’ — Tiga ro . 

A  dictionary  of  legal  tacts  well  nut  together.  The  book  is  a  very  useful  one.” — Spectator. 

“  A  woris  which  has  long  been  wanted,  which  is  thoroughly  well  done,  and  which  we  most  cordially 
recommend.” — Sunday  Times. 

“The  latest  edition  of  this  popular  book  ought  to  be  in  every  business  establishment,  and  on  every 
library  table.” — Sheffield  Post. 

“  A  complete  epitome  of  the  law;  thoroughly  intelligible  to  non-professional  readers.”— iJr/Ps 
Life. 

Legal  Guide  for  Pawnbrokers. 

The  PAWNBROKERS’,  FACTORS’  AND  MERCHANTS’  GUIDE  TO 
THE  Law  of  Loans  and  Pledges.  With  the  Statutes  and  a  Digest  of  Cases.  By 
H.  C.  Folkard,  Esq.,  Barrister-at-Law.  Fcap.  8vo,  3^“.  6d.  cloth. 

The  Law  of  Contracts. 

Labour  Contracts  :  A  Popular  Handbook  on  the  Law  of  Con¬ 
tracts  for  Works  and  Services.  By  David  Gibbons.  Fourth  Edition,  with  Appendix 
of  Statutes  by  T.  F.  Uttley,  Solicitor.  Fcap.  8vo,  3L  6d.  cloth. 

The  Factory  Acts. 

Summary  of  the  Factory  and  Workshop  acts  (1878-i891). 

For  the  Use  of  Manufacturers  and  Managers.  By  Emile  Garcke  and  J.  M. 
Fells.  (Reprinted  from  “  Factory  Accounts.”)  Crown  8vo,  6d.  sewed. 


Mcale’s  Kutrimentarg  Series. 


l^onboit,  1862, 

THE  PRIZE  MEDAL 

Was  awarded  to  the  Publishers  of 

“WE  ALE’S  SERIES.” 


A  NEW  LIST  OF 


WEALE’S  SERIES 


OF 


RUDIMENTARY  SCIENTIFIC  WORKS. 


0^  “  WEALE’S  SERIES  includes  Text-Books  on  almost  every  branch  of  Science 
e.nd  Industry,  comprising  such  subjects  as  Agriculture,  Architecture  and  Building,  Civil 
Engineering,  Fine  Arts,  Mechanics  and  Mechanical  Engineering,  Physical  and  Chemical 
Science,  and  many  miscellaneous  Treatises.  The  whole  are  constantly  undergoing  revi- 
cion,  and  new  editions,  brought  up  to  the  latest  discoveries  in  scientific  research,  are 
.constantly  issued.  The  prices  at  which  they  are  sold  are  as  low  as  their  excellence  is 
assured.” — Amencan  Literary  Gazette. 

“Amongst  the  literature  of  technical  education,  Weale’s  Series  has  ever  enjoyed 
a  high  reputation,  and  the  additions  being  made  by  Messrs.  Crosby  Lockwood  &  Son 
■render  the  series  even  more  complete,  and  bring  the  information  upon  the  several  subjects 
down  to  the  present  time.” — Mining  Journal. 

“Any  persons  wishing  to  acquire  knowledge  cannot  do  better  than  look  through 
Weale’s  Series  and  get  all  the  books  they  require.  The  Series  is  indeed  an  inexhaus- 
'tible  mine  of  literary  wealth.” — The  Metropolitan. 

“Weale’s  Series  has  become  a  standard  as  well  as  an  unrivalled  collection  ot 
treatises  in  all  branches  of  art  and  science.” — Public  Opinion. 

“The  excellence  of  Weale’s  Series  is  now  so  well  appreciated  that  it  would  be 
v/asting  our  space  to  enlarge  upon  their  general  usefulness  and  value.” — Builder. 

“It  is  not  too  much  to  say  that  no  books  have  ever  proved  more  popular  with  or 
more  useful  to  young  engineers  and  others  than  the  excellent  treatises  comprised  m 
Weale’s  Series.” — Engineer. 

“The  volumes  of  Weale’s  Series  form  one  of  the  best  collections  of  elementary 
technical  books  in  any  language.” — Architect. 

“  A  collection  of  technical  manuals  which  is  unrivalled.” — Weekly  Dispatch. 


Iplnbliclplita,  1876, 

THE  PRIZE  MEDAL 

Was  awarded  to  the  Publishers  for 

Books  :  Rudimentary  Scientific, 

“WEALE’S  SERIES,”  &c. 


CROSBY  LOCKWOOD  &  SON, 

7,  STATIONERS’  HALL  COURT,  LUDGATE  HILL,  LONDON,  E  C. 


D 


CROSBY  LOCKWOOD  SON'S  CATALOGUE. 


50 


WEALE’S  RUDIIVIENTARY  SCIENTIFIC  SERIES. 

The  volumes  of  this  Series  are  freely  Illustrated  with  Wood- 
cuts,  or  otherwise,  where  requisite.  Throughout  the  following  List  it  mus^ 
be  understood  that  the  books  are  bound  in  limp  cloth,  unless  otherwise 
stated  ;  but  the  volumes  marked  -with  a  ;j;  may  also  be  had  stroiigly  bound 
in  cloth  boards  for  6d.  extra. 

N.B. — In  ordering  from  this  List  it  is  recommended,  as  a  means  of 
facilitati7i^  business  and  obviating  error,  to  quote  the  numbers  affixed  to  the 
volumes,  as  well  as  the  titles  and  prices. 


CIVIL  ENGINEERING,  etc. 

31.  WELLS  AND  WELL-SLNICLNG.  By  John  Geo.  Swindell, 

A.R.I.B.A.,  and  G.  R.  Burnell,  C.E.  Revised  Edition.  With  a  New 
Appendix  on  the  Qualities  of  Water.  Illustrated.  ......  2/0 

“  Sol'd  practical  information,  written  in  a  concise  and  lucid  style.  The  work  can  be  recommended 
as  a  text-book  for  all  surveyors,  architects,  &c.’' — Iron  and  Coal  Trades  Review. 

35.  THE  BLASTING  AND  QUAE  EYING  OF  STONE, 

for  Building  and  other  Purposes.  With  Remarks  on  the  Blowing  up  of 
Bridges.  By  Gen.  SirJ.  Burgoyne,  K.C.B.  ......  1/6 

43.  TUBULAR  AND  OTHER  IRON  GIRDER  BRIDGES, 

describing  the  Britannia  and  Conway  Tubular  Bridges.  With  a  Sketch  of 
Iron  Bridges,  &c.  By  G.  Drysdale  Dempsey,  C.E.  Fourth  Edition  .  2lt> 

FOUNDATIONS  AND  CONCEETE  WOEKS.  With  Prac¬ 
tical  Remarks  on  Footings,  Planking,  Sand,  Concrete,  Beton,  Pile-driving, 
Caissons,  and  Cofferdams.  By  E.  Dobson,  AI.R.I.B.A.  Seventh  Edition  .  1/6 

60.  LAND  AND  ENGINEEEING  SUEVFYING.  For 

Students  and  Practical  Use.  By  T.  Baker,  C.E.  Fifteenth  Edition, 
revised  and  corrected  by  }.  R.  Young,  formerly  Professor  of  Mathematics, 
Belfast  College.  Illustrated  with  Plates  and  Diagrams . 2/0  J 

8o-.  EMBANKING  LANDS  FROM  THE  SEA.  With  Examples 

and  Particulars  of  actual  Embankments,  &c.  By  John  Wiggins,  F.G.S.  .  2/0 

81.  WATEE  WOEKS,  for  the  Supply  of  Cities  and  Towns.  With 

a  Description  of  the  Principal  Geological  Formations  of  England  as  influencing 
Supplies  of  Water  ;  and  Details  of  Engines  and  Pumping  Machinery  for 
raising  Water.  By  Samuel  Hughes,  F.G.S.,  C.E.  Enlarged  Edition  .  .  q/cj 

“  Every  one  who  is  debating  how  his  village,  town,  or  city  shall  be  plentifully  supplied  with  pure 
water  should  read  this  book.” — Newcastle  Cojtrant. 

1,7.  SUBTERRANEOUS  SURVEYING.  By  Thomas  Fen- 

WICK.  Also  the  Method  of  Conducting  Subterraneous  Surveys  without  the  use 
of  the  Magnetic  Needle,  and  other  modern  Improvements.  ByT.  Baker,  C.E.  2/6;J 

,,3.  CIVIL  ENGINEERING  IN  NORTH  AMERICA,  A 

Sketch  of.  By  David  Stevenson,  F.R.S.E.,  &c.  Plates  and  Diagrams.  .3/0 

,67.  A  TREATISE  ON  THE  APPLICATION  OF  IRON  TO 
THE  CONSTRUCTION  OF  BRIDGES,  ROOFS,  AND  OTHER 
WORKS  By  Francis  Campin,  C.E.  Fourth  Edition  ....  2/6;J| 

“  For  numbers  oi  3'onng  engineers  the  book  is  just  the  cheap,  handy,  first  guide  they  want.” — 
I'.i iddlesbrough  Weekly  News.  “  Remarkably  accurate  and  well  written.” — Artizan. 

EOADS  AND  STEEETS  {THE  CONSTEUCTION  0E\ 

in  Two  Parts  :  I.  The  Art  of  Constructing  Common  Roads,  by  H. 

Law,  C.E..  Revised  by  D.  Kinnear  Clark,  C.E. ;  II.  Recent  Practice: 
Including  Pavements  of  Stone, Wood,  and  Asphalte;  By  D.  K.  Clark,  C.E.  4/6J 

“  A  book  which  every  borough  surveyor  and  engineer  must  possess,  and  which  will  be  of  considerable 
service  to  architects,  builders,  and  property  owners  generally.’’ — Building- Nezus. 

.03.  SANITARY  WORK  IN  THE  SMALLER  TOWNS 

AND  IN  VILLAGES.  By  Charles  Slagg,  Assoc.  M.  Inst.  C.E.  Second 
Edition,  enlarged . 3/0J 

“This  is  a  very  useful  book.  There  is  a  great  deal  of  work  required  to  be  done  in  the  smaller  towns 
and  villages,  and  this  little  volume  will  help  those  who  are  willing  to  do  it.’’ — Bjtilder. 


The  t  indicates  that  these  vols.  may  be  had  strongly  bound  at  6d.  extra. 


IVE ALE'S  EUD/MENTAEY  SEEJES. 


51 


Civil  Kngineering,  etc.,  co7itimied. 

212.  THE  CONSTRUCTION  OF  GAS  WORKS,  and  the  Manu¬ 
facture  and  Distribution  of  Coal  Gas,  By  S.  Hughes,  C.E.  Re-written  by 
“vvii  Richards,  C.E,  Eighth  Edition,  with  important  Additions  .  5/6^ 

Will  be  of  infinite  service  alike  to  manufacturers^  distributors,  and  consumers/’ — Forejnan  Ejigineer, 


213.  TI ONEER  ENGINEERING :  A  Treatise  on  the  Engineering 

Ciperations  connected  with  the  Settlement  of  Waste  Lands  in  New  Countries. 

By  Edward  Dobson,  A. I.  C.E.  Wich  numerous  Plates.  Second  Edition  .  4/6J 
^  familiar  with  the  difficulties  which  have  to  be  overcome  in  this  class  of  work,  and 
much  of  his  advice  will  be  valuable  to  young  engineers  proceeding  to  our  colonies.” — E7igi7ieerins^* 


216.  materials  ANN  CONSTRUCTION:  A  Theoretical 

and  Practical  Treatise  on  the  Strains,  Designing,  and  Erection  of  Works  of 
Construction,  By  Francis  Campin,  C.E.  Second  Edition,  carefully  revised,  p/oj 
kr  exposition  of  the  practical  application  of  the  principles  of  construction  has  yet  beer 

published  to  our  knowledge  in  such  a  cheap  comprehensive  form.” — Bzcildijig  News. 


219.  CIVIL  ENGLNEERLNG.  By  Henry  Law,  M.  Inst.  C.E- 

Including  a  Treatise  on  Hydraulic  Engineering  by  G.  R.  Burnell, 
M.I.C.E.  Seventh  Edition,  revised,  with  Large  Additions  on  Recent 
Practice  by  D.  Kinnear  Clark,  M.  Inst.  C.E,  6j.  6d.,  cloth  boards  .  7/6 
An  admirable  volume,  which  we  warmly  recommend  to  young  engineers.” — Builder. 


260.  LRON  BRLDGES  OF  MODERATE  SPAN:  Their  Con¬ 
struction  and  Erection,  By  Hamilton  Weldon  Pendred,  late  Inspector  of 
Ironwork  to  the  Salford  Corporation.  With  40  Illustrations  ....  2/0 
*  Students  and  engineers  should  obtain  this  bock  for  constant  and  practical  wf.Q.”  —  Colliery  Guardian 

268.  THE  DRALNAGE  OF  LANDS,  TOWNS,  AND  BULLD- 

INGS.  By  G.  D.  Dempsey,  C.E.  Revised,  with  large  Additions  on  Recent 
Practice  in  Drainage  Engineering,  by  D.  Kinnear  Clark,  M.I.C.E.  Second 
Edition,  corrected  . . 4/6t 


MECHANICAL  ENGINEERING,  etc. 

33.  CRANES,  the  Construction  of,  and  other  Machinery  for  Raising 

Heavy  Bodies  for  the  Erection  of  Buildings,  »&c.  By  Joseph  Glynn,  F.R.S.  1/6' 

34.  THE  STEAM  ENGINE.  By  Dr.  Lardner.  Illustrated  .  1/6 

59.  STEAM  BOILERS :  Their  Construction  and  Management. 

By  R.  Armstrong,  C.E.  Illustrated . 1/6 

“  A  mass  of  information  suitable  lor  beginners.” — Design  and  IVork. 

82.  THE  POWER  OF  WATER,  as  applied  to  d.rive  Flour  Mills, 

and  to  give  motion  to  Turbines  and  other  Hydrostatic  Engines.  By  Joseph 
Glynn,  F.R.S. ,  &c.  New  Edition,  Illustrated . 2/0 

98.  PRACTICAL  MECHANISM,  axi^  Machine  Tools.  By  T. 

Baker,  C.E.  With  Remarks  on  Tools  and  Machinery,  by  J.  Nasmyth,  C.E.  2/6 

139.  THE  STEAM  ENGINE,  a  Treatise  on  the  Mathematical 

Theory  of,  with  Rules  and  Examples  for  Practical  Men.  By  T.  Baker,  C.E.  1/6 
“Teems  with  scientific  information  in  reference  to  the  steam-engine.— a7id  Work. 

164.  MODERN  WORKSHOP  PRACTICE,  as  applied  to  Marine, 

Land,  and  Locomotive  Engines,  Floating  Docks,  Dredging  Machines,  Bridges, 
Ship-building,  &c.  By  J.  G.  WiNTON.  Fourth  Edition,  Illustrated  .  .  3/6^ 

“Whether  for  the  apprentice  determined  to  master  his  profession,  or  for  the  artisan  bent  upon  raising, 
himself  to  a  higher  position,  this  clearly  written  and  practical  treatise  will  be  a  great  help.” — Scotsman. 

165.  IRON  AND  HEAT,  exhibiting  the  Principles  concerned  in  the 

Construction  of  Iron  Beams,  Pillars,  and  Girders.  ByJ.  Armour,  C.E.  .  2/6 
“A  very  useful  and  thoroughly  practical  little  volume.” — MinBtg  Jourjial. 

166.  POWER  IN  MOTION :  Horse-power  Motion,  Toothed-Wheel 

Gearing,  Long  and  Short  Driving  Bands,  Angular  Forces,  &c.  By  James 
Armour,  C.E.  With  73  Diagrams.  Third  Edition  .....  cz/oX 
“The  value  of  the  knowledge  imparted  cannot  well  be  over-estimated.” — Newcastle  Weekly  Chron. 

THE  WORKMAN’S  MANUAL  OF  ENGLNEERLNG 

DR  A  WING.  By  John  Maxton,  Instructor  in  Engineering  Drawing. 

Royal  Naval  College,  Greenwich.  Seventh  Edition.  300  Plates  and  Diagrams  36* 
“  .4  copy  of  it  should  be  kept  for  reference  in  every  drawing  oifice:.” — Engineering. 


tsar  The  +  indicates  that  these  vols.  may  be  had  strongly  bound  at  6J.  extra. 


52 


CROSBY  LOCKWOOD  SON’S  CATALOGUE. 


Mechanical  Engineering,  etc.,  contmued. 

190.  STEAM  AND  THE  STEAM  ENGINE,  Stationary  and  Port¬ 
able,  An  Elementary  Treatise  on.  Being  an  Extension  of  the  Treatise  on 
the  Steam  Engine  of  Mr.  J.  Sewell.  By  D.  K.  Clark,  C.E.  Third  Edition  3/6^ 
“Every  essential  part  of  the  subject  is  treated  of  competently,  and  in  a  popular  style.” — Iron. 


200.  FUEL,  ITS  COMBUSTION  AND  ECONOMY.  Con¬ 
sisting  of  an  Abridgment  of  ‘‘  A  Treatise  on  the  Combustion  of  Coal  and  the 
Prevention  of  Smoke.”  By  C.  W.  Williams,  A.I.C.E.  With  extensive 
Additions  by  D.  Kinnear  Clark,  M.  Inst.  C.E.  Third  Edition,  corrected  3/6J 

“  Students  should  buy  the  book  and  read  it,  as  one  of  the  most  complete  and  satisfactory  treatises  on 
the  combustion  and  economy  of  fuel  to  be  had.” — Engineer. 

702.  LOCOMOTIVE  ENGINES,  A  Rudimentary  Treatise  on. 

By  G.  D.  Dempsey,  C.E.  With  large  Additions  treating  of  the  Modern 
Locomotive,  by  D.  K.  Clark,  M.  Inst.  C.E.  With  numerous  Illustrations  .  3  lot 

“  A  model  of  what  an  elementary  technical  book  should  be.” — Academy. 

211.  THE  BOIIERMAKEHS  ASSISTANT  in  Drawing,  Tern- 

plating,  and  Calculating  Boiler  Work,  &c.  By  J.  Courtney,  Practical  Boiler¬ 
maker.  Edited  by  D.  K.  Clark,  C.E.  Third  Edition,  revised  .  .  2/0 

“  With  very  great  care  we  have  gone  through  the  ‘  Boilermaker’s  Assistant,’  and  have  to  say  that  it 
has  our  unqualified  approval.  Scarcely  a  point  has  been  omitted.” — Forema^i  Enghieer. 

217.  SEWING  MACHINERY :  Its  Construction,  History,  &c. 

With  full  Technical  Directions  for  Adjusting,  &c.  By  J.  W.  Urquhart,  C.E.  2/0 

“  A  full  description  of  the  principles  and  construction  of  the  leading  machines,  and  minute  instruc¬ 
tions  as  to  their  management.” — Scotsman. 

223  MECHANICAL  ENGINEERING.  Comprising  Metallurgy, 

Moulding, Casting,  Forging,Tools,  Workshop  Machinery,  Mechanical  Manipula¬ 
tion,  Manufacture  of  the  Steam  Engine,  &c.  By  Francis  Campin,  C.E.  .  2/6 J 
“A  sound  and  serviceable  text-book,  quite  up  to  date.” — Bnilding  Nezvs. 

236.  DETAILS  OE  MACHINERY.  Comprising  Instructions  for 

the  Execution  of  various  Works  in  Iron  in  the  Fitting-Shop,  Foundry,  and 

Boiler-Yard.  By  Francis  Campin,  C.E . .  .  .  3/0+ 

“  A  sound  and  practical  handbook  for  all  engaged  in  the  engineering  trades.’  — World. 


251 


237.  THE  SMITHY  AND  FORGE,  including  the  Farrier’s  Art 

and  Coach  Smithing.  By  W.  J.  E,  Crane.  Second  Edition,  revised  .  .  2/6| 

“The  first  modern  English  book  on  the  subject.  Great  pains  have  been  bestowed  by  the  author 
upon  the  book  ;  shoeing  smiths  will  find  it  both  useful  and  interesting.” — Bnilder. 

03S.  THE  SHEET-METAL  WORKEHS  6^  ;  A  Practical 

Handbook  for  Tinsmiths,  Coppersmiths,  Zincworkers,  &c.,  with  46  Diagrams 
and  Working  Patterns.  By  W.  J.  E.  Crane  ,  Second  Edition,  revised.  .  t/6 

“  The  author  has  acquitted  himself  with  considerable  tact  in  choosing  his  examples,  and  with  no 
less  ability  in  treating  them.” — Plumber. 

STEAM  AND  MACHINERY  MANAGEMENT :  A  Guide 

to  the  Arrangement  and  Economical  Management  of  Machinery,  with  Hints 
on  Construction  and  Selection.  By  M.  Powis  Bale,  M.Inst.  M.E.  .  .  2/6  J 

“Of  high  practical  value.” — Colliery  Guardia7i. 

“Gives  the  results  of  wide  experience.” — Lloyd's  Neivspaper. 

254.  THE  BOILER-MAKERB  READY  RECKONER,  with 

Examples  of  Practical  Geometry  and  Templating  for  the  Use  of  Platers,  Smiths, 
and  Riveters.  By  John  Courtney.  Edited  by  D.  K.  Clark,  M.I.C.E. 
Second  Edition,  revised,  with  Additions  ........  4/0 

Nos.  21 1  and  254  in  One  Vol.,  half -bound,  entitled  “The  Boilermaker’s  Ready- 
Reckoner  AND  Assistant."  By  J.  Courtney  and  D.  K.  Clark.  Price  7s. 

“  A  most  useful  work.  No  workman  or  apprentice  should  be  without  it.” — Iron  Trade  Circular. 

L  0  COMO  TIVE  ENGINE-DRIVING.  A  Practical  Manual 

for  Engineers  in  charge  of  Locomotive  Engines.  By  Michael  Reynolds, 
M.S.E.  Eighth  Edition.  3s.  6d.  limp  ;  cloth  boards . 4/6 

“  We  can  confidently  recommend  the  book,  not  only  to  the  practical  driver,  but  to  everyone  who 
takes  an  interest  in  the  performance  of  locomotive  engines. —  The  Engineer. 

236.  ST  A  TIONAR  Y  ENGINE -DRIVING.  A  Practical  Manual 

for  Engineers  in  charge  of  Stationary  Engines.  By  Michael  Reynolds, 
M.S.E.  Fourth  Edition.  35.  6d.  limp  ;  cloth  boards  .....’  4/6 

“  The  author  is  thoroughly  acquainted  with  his  subjects,  and  has  produced  a  manual  which  is  an 
■exceedingly  useful  one  for  the  class  for  whom  it  is  specially  intended.” — Engineering. 

5::^'  The  t  indicates  that  these  vols.  may  be  had  strongly  bound  at  6d.  extra. 


« 


■255- 


IVEALE^S  EC7DIMENTARV  SER/ES. 


53 


MINING,  METALLURGY,  etc. 

4.  MINERALOGY,  Rudiments  of.  By  A.  Ramsay,  F.G.S. 

Third  Edition,  revised  and  enlarged.  Woodcuts  and  Plates  .  .  .  .  3  61 

.  The  author  throughout  has  displayed  an  intimate  knowledge  of  his  subject,  and  great  facility  in 
imparting  that  knowledge  to  others.  The  book  is  of  great  utility.” — Milling  Joicrnal. 

117.  SUBTERRANEOUS  SURVEYING,  with  and  without  the 

Magnetic  Needle.  By  T.  Fenwick  and  T. Baker,  C.E.  Illustrated  .  •  2/6% 

133.  METALLURGY  OE  COPPER :  An  Introduction  to  the 

Methods  of  Seeking,  Mining,  and  Assaying  Copper.  By  R.  H,  Lamborn.  2/6J 

135.  ELECTRO-METALLURGYj  Practically  Treated.  By  Alex¬ 
ander  Watt.  Ninth  Edition,  enlarged  and  revised.  With  Additional 
Illustrations,  and  including  the  most  Recent  Processes  .  YJ list  published,  3/6I 

“  From  this  book  both  amateur  and  artisan  may  learn  everything  necessary.’’ — Iron. 

172.  MINING  TOOLS,  Manual  of.  By  William  Morgans, 

Lecturer  on  Practical  Mining  at  the  Bristol  School  of  Mines  ....  2/6 

ij2*.M!NING  tools,  atlas  of  Engravings  to  Illustrate  the 

above,  containing  235  Illustrations  of  Mining  Tools,  drawn  to  Scale.  4to.  .  4/6 

“  Students,  Overmen,  Captains,  Managers,  and  Viewers  may  gain  practical  knowledge  and  useful 
hints  by  the  study  of  Mr.  Morgans’  Manual.” — Colliery  Guardian. 

176.  METALLURGY  OP  IRON.  Containing  History  of  Iron 

Manufacture,  Methods  of  Assay,  and  Analyses  of  Iron  Ores,  Processes  of  Manu¬ 
facture  of  Iron  and  Steel,  &c.  By  H.  Bauerman,  F.G.S,,  A.R.S.M.  With 
numerous  Illustrations.  Sixth  Edition,  levised  and  enlarged  ....  5/0I 

“  Carefully  written,  it  has  the  merit  of  brevity  and  conciseness,  as  to  less  important  points  ;  while  all 
material  matters  are  very  fully  and  thoroughly  entered  into.” — Standard. 

180.  COAL  AND  COAL  MINING,  A  Rudimentary  Treatise  on. 

By  the  late  Sir  Warington  W.  Smyth,  M.A.,  F.R.S.,  &c. ,  Chief  Inspector 
of  the  Mines  of  the  Crown.  Seventh  Edition,  revised  and  enlarged  •  3/61 

“Every  portion  of  the  volume  appears  to  have  been  prepared  with  much  care,  and  as  an  outline  is 
given  of  every  known  coal-field  in  this  and  other  countries,  as  well  as  of  the  two  principal  methods  of 
working,  the  book  will  doubtless  interest  a  very  large  number  of  readers.” — Mining  Journal. 

195.  THE  MINERAL  SURVEYOR  AND  VALUER  ^S  COM¬ 
PLETE  GUIDE.  Comprising  a  Treatise  on  Improved  Mining  Surveying 
and  the  Valuation  of  Mining  Properties,  with  New  Traverse  Tables.  By  W. 
Lintern,  Mining  and  Civil  Engineer.  Third  Edition,  with  an  Appendix  on 
Magnetic  and  Angular  Surveying,  with  Records  of  the  Peculiarities  of  Needle 
Disturbances.  With  Four  Plates  of  Diagrams,  Plans,  &c.  .  ...  3/6J 

“  Contains  much  valuable  information,  and  is  thoroughly  trustworthy  ” — Iron  Sr’  Coal  Trades  Review, 

214.  SLATE  AND  SLATE  QUARRYING,  Scientific,  Practical, 

and  Commercial.  By  D.  C.  Davies.  F.G.S.,  Mining  Engineer,  &c.  With 
numerous  Illustrations  and  Folding  Plates,  Third  Edition  ....  3/0J 
“One  of  the  best  and  best-balanced  treatises  on  a  special  subject  that  we  have  met  with.” — 

H  fl€€T 

7^,  A  FIRST  BOOK  OF  MINING  AND  QUARRYING,  with 

the  Sciences  connected  therewith,  for  Primary  Schools  and  Self  Instruction.  By 
T.  H.  Collins,  F.G.S.,  Lecturer  to  the  Miners’  Association  of  Cornwall  and 
Devon.  Second  Edition,  with  additions  ........  1/6 

“  For  those  concerned  in  schools  in  the  mining  districts,  this  work  is  the  very  thing  that  should  be  in 
the  hands  of  their  schoolmasters.” — Iron. 

architecture,  building,  etc. 

jb.  ARCHITECTURE — ORDERS — The  Orders  and  their 

.Esthetic  Principles.  By  W.  H.  Leeds.  Illustrated  .....  1/6 

17.  ARCHITECTURE — STYLES — The  History  and  Descrip¬ 

tion  of  the  Styles  of  Architecture  of  Various  Countries,  from  the  Earliest  to  the 
Present  Period.  By  T.  Talbot  Bury,  F.R.I.B.A.,  &c.  Illustrated  .  .  2/0 

* T  Orders  and  Styles  of  Architecture,  in  One  Vol.,  3.^.  6d. 

18.  ARCHITECTURE— DESIGN— The  Principles  of  Design  in 

Architecture,  as  deducible  from  Nature  and  exemplified  in  the  Works  of  the 
Greek  and  Gothic  Architects.  By  Edw.  Lacy  Garbett,  Architect.  Illustrated  2,6 

“  We  know  no  work  that  we  would  sooner  recommend  to  an  attentive  reader  desirous  to  obtain  clear 
views  of  the  nature  of  architectural  art.  The  book  is  a  valuable  one.’’ — Builder. 

*  Y'"  The  three  preceding  Works  in  One  handsome  Vol.,  half  bound,  entitled  “Modern 

.Architecture, 6j. 


The  J  indicates  that  these  vols.  may  be  had  strongly  bound  at  6d.  extra. 


C/WS BY  LOCKWOOD  6-  SON’S  CATALOGUE. 


Architecture,  Building,  etc.,  continued. 

22.  THE  ART  OF  BUILDING^  Rudiments  of.  General  Prin¬ 
ciples  of  Construction,  Strength  and  Use  of  Materials,  Working  Drawings, 

Specifications,  &c.  By  Edward  Dobson,  M.  R.  I  .B.A. ,  &c . 2/0J 

“  A  good  book  for  practical  knowledge,  and  about  the  best  to  be  obtained.” — Building  News. 

MASONRY  AND  STONECUTTING:  The  Principles  of 

Masonic  Projection  and  their  application  to  Construction.  By  E.  Dobson, 
M.R.I.B.A . 2/6J 

42,  COTTAGE  BUILDING.  By  C.  Bruce  Allen.  Eleventh 

Ed. .with  Chapter  on  Economic  Cottages  for  Allotments,  by  E.  E.  Allen, C.E.  2/0 

45.  LIMES,  CEMENTS,  MORTARS,  CONCRETES,  MAS¬ 
TICS,  PLASTERING,  5fc.  By  G.  R.  Burnell,  C.E.  Thirteenth  Edition  1/6 

57.  WARMING  AND  VENTILATION  of  Domestic  and  Public 

Buildings,  Mines,  Lighthouses,  Ships,  &c.  By  Charles  Tomlinson,  F.R.S.  3/0 

xzi.  ARCHES,  PIERS,  BUTTRESSES,  qnc.:  Experimental 

Essays  on  the  Principles  of  Construction  in.  By  William  Bland  .  .  1/6 

116.  THE  ACOUSTICS  OF  PUBLIC  BUILDINGS;  or, 

The  Principles  of  the  Science  of  Sound  applied  to  the  purposes  of  the  Architect 
and  Builder.  By  T.  Roger  S.mith,  M.R.I.B.A.,  Architect.  Illustrated  .  1/6 

127.  ARCHITECTURAL  MODELLING  IN  PAPER,  The  Art 

of.  By  T.  A.  Richardson.  With  Illustrations,  engraved  by  O.  Jewitt  .  1/6 
“A  valuable  aid  to  the  practice  of  architectural  modelling.” — Bzcilder’s  Weekly  Reporter. 

12S.  VITRUVIUS— THE  ARCHITECTURE  OF  MARCUS 

VITRUVIUS  POLIO.  In  Ten  Books.  Translated  from  the  Latin  by 

Joseph  Gwilt,  F.S.A.,  F.R.A.S.  With  23  Plates . S/o 

N.B. — I'kis  is  the  only  Edition  of  Vitruvius  procurable  at  a  moderate  price. 

130.  GRECIAN  ARCHITECTURE,  An  Inquiry  into  the  Prin¬ 
ciples  of  Beauty  in  ;  with  an  Historical  View  of  the  Rise  and  Progress  of  the 

Art  in  Greece.  By  the  Earl  of  Aberdeen . i/o 

preceding  Works  in  One  handsome  VoL,  half  bound ,  entitled  “ANCIENT 

Architecture,” 6r. 

132.  DWELLING-HOUSES,  The  Erection  of,  Illustrated  by  a 

Perspective  View,  Plans,  Elevations,  and  Sections  of  a  Pair  of  Villas,  with 
the  Specification,  Quantities,  and  Estimates.  By  S.  H.  Brooks,  Architect  .  2/6^ 

156.  QUANTITIES  AND  MEASUREMENTS,  in  Bricklayers’, 

Masons’,  Plasterers’,  Plumbers’,  Painters’,  Paperhangers’,  Gilders’,  Smiths’, 
Carpenters’ and  Joiners’ Work.  By  A.  C.  Beaton,  Surveyor  .  .  .  1/6 

“  This  book  is  indispensable  to  builders  and  their  quantity  clerks.” — English  Mechanic. 

175.  LOCKWOOD’S  BUILDER’S  PRICE  BOOK  EOR  1894. 

A  Comprehensive  Handbook  of  the  Latest  Prices  and  Data  for  Builders, 
Architects,  Engineers,  and  Contractors,  Re-constructed,  Re-written,  and 
greatly  Enlarged.  By  Francis  T.  W.  Miller,  A. R.I. B.A.  700  pages.  .  3/6J 

182  CARPENTRY  AND  JOINERY — The  Elementary  Prin¬ 
ciples  OF  Carpentry.  Chieflv  composed  from  the  Standard  Work  of 
Thomas  Tredgold,  C.E.  With  Additions,  and  a  TREATISE  ON 
JOINERY  by  E.  W.  Tarn,  M.A.  Fifth  Edition,  Revised  and  Extended  .  3/6J 

182*  CARPENTRY  AND  JOINERY.  ATLAS  of  35  Plates  to 

accompany  and  illustrate  the  foregoing  book.  With  Descriptive  Letterpre.ss.  4to  6/o 

“These  two  volumes  form  a  complete  treasury  of  carpentry  and  joinery,  and  should  be  in  the  hands 
of  every  carpenter  and  joiner  in  the  empire.” — Iron. 

185.  THE  COMPLETE  MEASURER;  setting  forth  the  Measure¬ 
ment  of  Boards,  Glass,  Timber  and  Stone.  By  R.  Horton.  Fifth  Edition  .  4/0 
***  The  above,  strongly  bound  in  leather,  price  5J'. 

187.  HINTS  TO  YOUNG  ARCHITECTS.  By  George  Wight- 

WICK,  Architect,  Author  of  “The  Palace  of  Architecture,”  &c.,  &c.  Fifth 
Edition,  revised  and  enlarged  by  G.  Huskisson  Guillaume,  Architect.  3/6J 
“A  copy  ought  to  be  considered  as  necessary  a  purchase  as  a  box  of  instruments.” — Architect. 


The  X  indicates  that  thcAe  vols.  may  be  had  strongly  bound  at  6d.  extra. 


WE  ALE 'S  RUD IMENTA  R  K  SE  R  /ES. 


55 


Architecture,  Building,  etc.,  continued. 
c88  HOUSE  PAINTING,  GRAINING,  MARBLING,  AND 

SIGtL  WRITING:  With  a  Course  of  Elementary  Drawing,  and  a  Collection 
of  Useful  Receipts.  By  Ellis  A.  Davidson.  Sixth  Edition.  Coloured  Plates  5/0 
***  The  above  in  cloth  boards,  strongly  bound,  6s. 

“  .4  mass  of  information  of  use  to  the  amateur  and  of  value  to  the  practical  ma.T\.”  —  Eng lis/i  Mechanic, 

189.  THE  R  UDIMENTS  OF  ERA  CTICAL  BRICK! A  YING. 

General  Principles  of  Bricklaying ;  Arch  Drawing,  Cutting,  and  Setting  ; 
Pointing;  Paving,  Tiling,  &c.  By  Adam  Hammond.  With  68  Woodcuts  .  1,6 
“  The  young  bricklayer  will  find  it  infinitely  valuable  to  him.” — Glasgoiv  He7-ala. 

191.  PLUMBING :  A  Text-Book  to  the  Practice  of  the  Art  or 

Craft  of  the  Plumber.  With  Chapters  upon  Hcuse  Drainage  and  Ventilation. 

By  Wm.  Baton  Buchan,  R.P., Sanitary  Engineer.  Sixth  Edition, revised  and 
enlarged,  with  380  Illustrations  ......  ...  3/6X 

A  text-book  which  may  be  safely  put  into  the  hands  of  every  young  plumber,  and  which  will  also 
<be  found  useful  by  architects  and  medical  professors.” — Builder. 

192.  THE  TIMBER  IMPORTERS,  TIMBER  MERCHANT’S, 

AND  BUILDER'S  STANDARD  GUIDE.  By  R.  E.  Gkandy  .  .  2/0 

“  Everything  it  pretends  to  be  :  built  up  gradually,  it  leads  one  from  a  forest  to  a  treenail,  and  throws 
in,  as  a  makeweight,  a  host  of  material  concerning  bricks,  columns,  cisterns,  &c.” — English  MechaJiic. 

206.  A  BOOK  ON  BUILDING,  Civil  and  Ecclesiastical.  By  Sir 

Edmund  Beckett,  Bart.,  LL.D.,  Q.C.,  F. R. A. S.,  Author  of  “Clocks  and 
Watches  and  Bells,”  &c.  Second  Edition,  enlarged  .....  4/6+ 
“A  book  which  is  always  amusing  and  nearly  always  instructive.” — Times. 

226.  THE  JOINTS  MADE  AND  USED  BY  BUILDERS. 

By  Wyvill  J.  Christy,  Architect.  With  160  Woodcuts  .....  s/cj 
“The  work  is  deserving  of  high  commendation.” — Builder. 


228.  THE  CONSTRUCTION  OF  ROOFS,  OF  WOOD  A.ND 

IRON :  Deduced  chiefly  from  the  Works  of  Robison,  Tredgold,  and  Humber. 

By  E.  Wyndham  Tarn,  M.A.,  Architect.  Second  Edition,  revised  .  .  i '6 

“  Mr.  Tarn  is  so  thoroughly  master  of  his  subject,  that  although  the  treatise  is  founded  on  the  w^rks 
•of  others,  he  has  given  it  a  distinct  value  of  his  own.  It  will  be  found  valuable  by  all  students.” — Builde>', 

229.  ELEMENTARY  DECORATLON:  As  applied  to  Dwelling 

Houses,  «S:c.  By  James  W.  Facey.  Illustrated  ......  2/0 

“  The  principles  which  ought  to  guide  the  decoration  of  dwelling-houses  are  clearly  set  forth,  and 
■elucidated  by  examples  ;  while  lull  instructions  are  given  to  the  learner.” — Scotitjuan. 

257.  PRACTICAL  HOUSE  DECORATION.  A  Guide  to  the 

Art  of  Ornamental  Painting,  the  Arrangement  of  Colours  in  Apartments,  and 
the  Principles  of  Decorative  Design.  By  James  W.  Facey  ....  2/6 
***  Nos.  229  and  257  in  One  handsome  Vol. ,  half-bound, entitled  “  HOUSE  DECORA¬ 
TION,  Elementary  and  Practical,” 5J. 

230.  A  PRACTICAL  TREATISE  ON  HANDRAILING ; 

Showing  New  and  Simple  Methods.  By  Geo.  Collings.  Second  Edition. 
Revised,  including  a  TREATISE  ON  STAIRBUILDING.  With  Plates  .  2/6 
“  Will  be  found  of  practical  utility  in  the  execution  of  this  difficult  branch  of  joinery.” — Builder. 

047.  B ULLDLNG  ESTATES :  A  Treatise  on  the  Development, 

Sale,  Purchase,  and  Management  of  Building  Land.  By  F.  Maitland. 
Second  Edition,  revised  ..........  2/0 

“This  book  should  undoubtedly  be  added  to  the  library  of  every  professional  man  dealing  with 
^Duilding  land.” — La)id  Agent's  Record. 

PORTLAND  CEMENT  FOR  USERS.  By  Henry  Faija, 

A.M.  Inst.  C.E.  Third  Edition,  Corrected  .......  2/0 

“  Supplies  in  a  small  compass  all  that  is  necessary  to  be  known  by  users  of  cement.” — Buildijtg  Nevjs, 

■252.  BRLCKJVORK :  A  Practical  Treatise,  embodying  the  General 

and  Higher  Principles  of  Bricklaying,  Cutting  and  Setting  ;  with  the  Applica¬ 
tion  of  Geometry  to  Roof  Tiling,  &c.  By  F.  Walker  .....  i,'6 
*■'  Contains  all  that  a  young  tradesman  or  student  needs  to  learn  from  books.” — Building  News. 


259. 


GAS  FLTTLN^G :  A  Practical  Handbook.  By  John  Black. 

With  121  Illustrations  .  .  .......  .  . 

“  Contains  all  the  requisite  information  for  the  successful  fitting  ofpiouses 
tt  is  written  in  a  simple  practical  style,  and  we  heartily  recommend  it  ” 


a  gas  service 
” — Plumbei'  and  Decorator. 


2/6 
,  &c. 


253.  THE  TLMBER  MERCHANT’S,  SA  IV  MLLLER  ' S,  AND 

IMPORTER'S  FREIGHT  BOOK  AND  ASSISTANT.  By  William 
Richardson,  with  additions  by  M.  Powis  Bale,  M.I.M.E.,  &c,  .  .  •  3'^i 

“A  compendium  of  calculations  which  suppliesa  real  want  in  the  trade.’’ — Building  News. 


The  J  indicates  that  these  vols.  may  be  had  strotigly  bound  at  6d.  extra. 


56 


CROSBY  LOCKWOOD  SON'S  CATALOGUE. 


Architecture,  Building,  etc.,  conimued. 


23 

189. . 
252 

258. 


[THE  PRACTICAL  BRICK  AND  TILE  BOOK.  Com¬ 
prising:  Brick  and  Tile  Making,  by  E.  Dobson,  A.I.C.E,  ;  Practical 


Bricklaying,  by  A.  Hammond  ;  Brickwork,  by  F.  Walker.  550  pp. 
with  270  Illustrations,  strongly  half-bound . .  .  6/0- 

CIRCULAR  WORK  IN  CARPENTRY  AND  fOINERY. 


A  Practical  Treatise  on  Circular  Work  of  Single  and  Double  Curvature.  By 
George  Collings.  Second  Edition  . . .  .  2/6 

“  Cheap  in  price,  clear  in  definition,  and  practical  in  the  examples  selected.” — Builder. 


261.  SHORING,  and  Its  Application  :  A  Handbook  for  the  Use  of 

Students.  By  George  H.  Blagrove.  With  31  Illustrations  .  .  .  1/.6’ 

“  We  recommend  this  valuable  treatise  to  all  students.” — Building  News. 

265.  the  art  of  practical  brick  cutting  and 

SETTING.  By  Adam  Hammond.  With  90  Engravings  ....  1/6' 

267-  THE  SCIENCE  OF  BUILDING:  An  Elementary  Trea- 

tise  on  the  Principles  of  Construction.  By  E.  Wyndham  Tarn,  M.A. 

Lond.  Third  Edition,  revised  and  enlarged . .  3/0X 

271.  VENTILATION :  A  Text  Book  to  the  Practice  of  the  Art  of 

Ventilating  Buildings.  By  W.  P.  Buchan,  R.  P.,  Author  of  ”  Plumbing,” 

&c.  With  170  Illustrations  ......  \Just published.  3/6J 

272.  ROOF  CARPENTRY ;  Practical  Lessons  in  the  Framing  of 

Wood  Roofs.  For  the  Use  of  Working  Carpenters.  By  Geo.  Collings,  Author 
of  ‘‘  Handrailing  and  Stairbuilding,”  &c . [Just published.  2/- 

2,3.  THE  PRACTICAL  PLASTERER :  A  Compendium  of  Plain 

and  Ornamental  Plaster  Work.  By  Wilfred  Kemp  .  [Just  pitblished.  2^- 


SHIPBUILDING,  NAVIGATION,  etc. 

51.  NAVAL  ARCHITECTURE :  An  Exposition  of  the  Elemen¬ 

tary  Principles.  By  James  Peake,  H.M.  Dockyard,  Portsmouth  .  .  3/6;^ 

53^  SHIPS  FOR  OCEAN  AND  RIVER  SER  VICE,  Elementary 

and  Practical  Principles  of  the  Construction  of.  By  Hakon  A.  Sommerfeldt.  i/d 

Ss**.AN  ATLAS  OF  ENGRAVINGS  to  Illustrate  the  above. 

Twelve  large  folding  Plates.  Royal  410,  cloth . 7/C 

54.  MASTING,  MAST-MAKING,  AND  RIGGING  OF 

SHIPS.  Also  Tables  of  Spars,  Rigging,  Blocks;  Chain,  Wire,  and  Hemp 
Ropes,  &c. ,  relative  to  every  class  of  vessels.  By  Robert  Kipping,  N.A.  2/0- 

^^^*.IKON  SHIP-BUILDING.  With  Practical  Examples  and 

Details.  By  John  Grantham.  Fifth  Edition . 4/0- 

55.  THE  SAILOR’S  SEA  BOOK :  A  Rudimentary  Treatise  on 

Navigation.  By  James  Greenwood,  B.A.  With  numerous  Woodcuts 
and  Coloured  Plates.  New  and  enlarged  Edition.  By  W.  H.  Rosser  .  2/6J 
“Is  perhaps  the  best  and  simplest  epitome  of  navigation  ever  compiled. — Field. 

55  PR  A  CTICAL  NA  VIGA  TION  Consisting  of  The  Sailor’s 

&  Sea-Book,  by  James  Greenw'OOd  and  W.  H.  Rosser  ;  together  with 

204.  Mathematical  and  Nautical  Tables  for  the  Working  of  the  Problems,  by 

Henry  Law,  C.E.  ,  and  Prof.  J.  R.  Young.  Half-bound  in  leather  .  .  7/0 

“  A  vast  amount  of  information  is  contained  in  this  volume,  and  we  fancy  in  a  very  short  time  that  it 
will  be  seen  in  the  library  of  almost  everv  ship  or  yacht  afloat.” — Hunt's  Yachting  Magazuie. 

80.  MARINE  ENGINES  AND  STEAM  VESSELS.  By 

R.  Murray,  C.E.  Eighth  Edition,  thoroughly  Revised,  with  Additions  by 
the  Author  and  by  George  Carlisle,  C.E . 4/6'J 

“An  indispensable  manual  for  the  student  of  marine  engineering.” — Liuerpool  Mercury. 

3lis.  THE  FORMS  OF  SHIPS  AND  BOATS.  By  W.  Bland. 

Seventh  Edition,  revised,  with  numerous  Illustrations  and  Models  .  .  .1/6 

99.  NAVIGATION  AND  NAUTICAL  ASTRONOMY,  in 

Theory  and  Practice.  By  Prof.  J.  R.  Young.  New  Edition.  Illustrated  .  2/6 
“  A  very  complete,  thorough,  and  useful  manual  for  the  young  navigator.” — Observatory. 

106.  SHIPS’  ANCHORS,  a  Treatise  on.  By  George  Cotsell.  1/5 

149.  SAILS  AND  SAIL-MAKING.  With  Draughting,  and  the 

Centre  of  Effort  of  the  Sails.  Also,  Weights  and  Sizes  of  Ropes  ;  Masting, 
Rigging,  and  Sails  of  Steam  Vessels,  &c.  By  Robert  Kipping,  N.A.  .  2/6.J 

155.  THE  ENGINEER’S  GUIDE  TO  THE  ROYAL  AND 

MERCANTILE  NAVIES.  By  a  Practical  Engineer.  Revised  by 
D.  F.  M'Carthy,  late  of  the  Ordnance  Survev  Office.  Southampton  .  .  3/^ 


The  J  indicates  that  these  vols.  may  be  had  strongly  bound  at  6d.  extra. 


WE  ALE'S  RUDIMENTARY  SERIES. 


57 


AGRICULTURE,  GARDENING,  etc. 

6i*.  A  COMPLETE  READY  RECKONER  FOR  THE  AD¬ 

MEASUREMENT  OF  LAND,  ^c.  By  A.  Arman.  Third  Edition, 

revised  and  extended  by  C.  NORRiS,  Surveyor,  Valuer,  &c . a/O’ 

“  A  very  useful  book  to  all  who  have  land  to  measure.” — Mark  Lane  Express. 

“  Should  be  in  the  hands  of  all  persons  having  any  connection  with  land.” — Irish  Farm. 

131.  MILLER'S,  CORN  MERCHANT'S,  AND  FARMER'S 

READY  RECKONER.  Second  Edition,  revised,  with  a  Price  List  of 
Modern  Flour  Mill  Machinery,  by  W.  S.  Hutton,  C.E . 2/0 

“  Will  prove  an  indispensable  vade  mecuin.  Nothing  has  been  spared  to  make  the  book  complete  andi 
perfectly  adapted  to  its  special  purpose.  ’ — Miller. 

140.  SOILS,  MANURES,  AND  CROPS.  (Vol.  I.  Outlines  of 

Modern  Farming.)  By  R.  Scott  Burn.  Woodcuts . 2/0 

141.  FARMING  AND  FARMING  ECONOMY,  Historical  and 

Practical.  (Vol.  II.  Outlines  of  Modern  Farming.)  By  R.  Scott  Burn.  3/0 

“Eminently  calculated  to  enlighten  the  agricultural  community  on  the  varied  subjects  of  which  itx 
treats  ;  hence  it  should  find  a  place  in  every  farmer’s  library.” — City  Press. 

142.  STOCK;  CATTLE,  SHEEP,  AND  HORSES.  (Vol.  III. 

Outlines  of  Modern  Farming.)  By  R.  Scott  Burn.  Woodcuts.  .  2/6 

“  The  author’s  grasp  of  his  subject  is  thorough,  and  his  grouping  of  facts  effective.  .  .  .  We  com-* 

mend  this  excellent  treatise.”  —  Weekly  Dispatch. 

145.  DAIRY,  PIGS,  AND  POULTRY.  (Vol.  IV.  Outlines  of 

Modern  Farming.)  By  R.  Scott  Burn.  Woodcuts  ....  2/0 
“  We  can  testify  to  the  clearness  and  intelligibility  of  the  matter,  v/hich  has  been  compiled  from  the- 
best  authorities.” — London  Revieiv. 

146.  UTILIZATION  OF  SEWAGE,  IRRIGATION,  AND 

RECLAMATION  OF  WASTE  LAND.  (Vol.  V.  Outlines  of  Modern 
Farming.)  By  R.  Scott  Burn.  Woodcuts . 2/6 

“  A  work  containing  valuable  information,  which  will  recommend  itself  to  all  interested  in  modern' 
farming.” — Field. 

OUTLINES  OF  MODERN  FARMING.  By  R.  Scott 

Burn,  Author  of  “Landed  Estates  Management,”  “Farm  Management,” 
and  Editor  of  “The  Complete  Grazier.”  Consisting  of  the  above  Five 
Volumes  in  One,  1,250  pp.,  profusely  Illustrated,  half-bound  .  .  .  .12/0 

“The  aim  of  the  author  has  been  to  make  his  work  at  once  comprehensive  and  trustworthy,  and  in> 
this  aim  he  has  succeeded  to  a  degree  which  entitles  him  to  much  credit.” — Morniftg  Advertiser. 

“  Should  find  a  place  in  every  farmer’s  library.” — City  Press. 

“No  farmer  should  be  without  it.” — Banbury  Guardian. 

177.  FRUIT  TREES,  The  Scientific  and  Profitable  Culture  of. 

From  the  French  of  M.  Du  Breuil.  Fourth  Edition,  carefully  Revised  by 

George  Glenny.  With  187  Woodcuts . 

“The  book  teaches  how  to  prune  and  train  fruit  trees  to  perfection.” — Field. 

198.  SHEEP :  The  History,  Structure,  Economy,  and  Diseases  of. 

By  W.  C.  Spooner,  M.R.V.C.,  &c.  Fifth  Edition,  with  fine  Engravings, 
including  Specimens  of  New  and  Improved  Breeds.  366  pp.  .... 

“  The  book  is  decidedly  the  best  of  the  kind  in  our  language.” — Scotsman. 

201.  KITCHEN  GARDENING  MADE  EASY.  Showing  the 

best  means  of  Cultivating  every  known  Vegetable  and  Herb,  &c.,  with  direc¬ 
tions  for  management  all  the  year  round.  By  Geo.  M.  F.  Glenny.  Illustrated  1/6;^ 
“This  book  will  be  found  trustworthy  and  useful.” — North  British  Agriculturist. 

207.  OUTLINES  OF  FARM  MANAGEMENT.  Treating  of 

the  General  Work  of  the  Farm  ;  Stock  ;  Contract  Work  ;  Labour,  &c.  By 
R.  Scott  Burn,  Author  of  “  Outlines  of  Modern  Farming,”  &c.  .  .  .  2/6^: 

“  The  book  is  eminently  practical,  and  may  be  studied  with  advantage  by  beginners  in  agriculture,, 
while  it  contains  hints  which  will  be  useful  to  old  and  successful  farmers.” — Scotsman. 

208.  OUTLINES  OF  LANDED  ESTATES  MANAGEMENT: 

Treating  of  the  Varieties  of  Lands,  Methods  of  Farming,  the  Setting-out  of 
Farms,  &c.  ;  Roads,  Fences,  Gates,  Irrigation,  Drainage,  &c.  By  R.  S.  Burn.  2/6^, 
“  A  complete  and  comprehensive  outline  of  the  duties  appertaining  to  the  management  of  landed 
estates.” — 7oumai  of  Forestry. 

*  Nos.  207  ^  208  in  One  Vol.,  handsomely  half-bound,  entitled  “  Outlines  of  Landed 
Estates  and  Farm  Management.”  By  Robert  Scott  Burn.  Price  6j. 


140. 

141. 

142. 
145- 


The  J  indicates  that  these  vols.  may  be  had  strongly  bound  at  6d.  extra. 


58 


CROSBY  LOCKWOOD  SON'S  CATALOGUE, 


Agriculture,  Gardening,  etc.,  continued. 

209.  THE  TREE  PLANTER  AND  PLANT  PR  ORA  G  A  TOR  : 

With  numerous  Illustrations  of  Grafting,  Layering,  Budding,  Implements, 
Houses,  Pits,  &:c.  By  S.  Wood,  Author  of  *' Good  Gardening,”  &c,  .  .  2/0 

“  Sound  in  its  teaching  and  very  comprehensive  in  its  aim.  It  is  a  good  book.” — Gardeners'  Magazine. 
“The  instructions  are  thoroughly  practical  and  correct.” — North  British  Agriculturist. 

CIO.  THE  TREE  PRUNER  :  Being  a  Practical  Manual  on  the 

Pruning  of  Fruit  Trees,  including  also  their  Training  and  Renovation,  also 
treating  of  the  Pruning  of  Shrubs,  Climbers  and  Flowering  Plants.  With 
numerous  Illustrations.  By  Samuel  W odd,  Author  of  “  Good  Gardening,”  &c.  1/6 

“  A  useful  book,  written  by  one  who  has  had  great  experience.” — Mark  Lane  Express. 

“We  recommend  this  treatise  very  highly,”—  North  British  Agricnlturisc. 

***  N'os.  209  210  ill  One  Vol.,  handsomely  half-bound,  entitled  “The  Tree 

Planter,  Propagator  and  Pruner.”  By  Samuel  Wood.  Price  3^.  Csd. 

218.  THE  HA  y  AND  STRA  IV  MEASURER :  New  Tables 

for  the  Use  of  Auctioneers,  Valuers,  Farmers,  Hay  and  Straw  Dealens,  &c., 
forming  a  complete  Calculator  and  Ready  Reckoner.  By  John  Steele  .  2/0 

“A  most  useful  handbook.  It  should  be  in  every  professional  office  where  agricultural  valuations  are 
conducted.” — Land  Agent's  Record. 

222.  SU B  LfRBAN  FxiRMLNG  :  A  Treatise  on  the  Laying-out  and 

Cultivation  of  Farms,  adapted  to  the  Produce  of  Milk,  Butter  and  Cheese,  Eggs, 
Poultry,  and  Pigs.  By  the  late  Prof.  John  Donaldson.  With  Additions, 
illustrating  Modern  Practice,  by  R.  ScOTT  Burn.  With  numerous  Illustrations  3/6J 
“  An  admirable  treatise  on  all  matters  connected  with  dairy  farms.” — Live  Stock  Jonmal. 

231.  THE  ART  OF  GRAFTLNG  AND  BUDDLNG.  By 

Charles  Baltet.  With  Illustrations . 2/6^ 

“  The  one  standard  work  on  this  subject.” — Scotsman. 

232.  COTTAGE  GARDENING;  or.  Flowers,  Fruits,  and  Vege¬ 

tables  for  Small  Gardens.  By  E.  Hobday . 1/6 

“  Definite  instructions  as  to  the  cultivation  of  small  gardens.” — Scotsman. 

“  Contains  much  useful  information  at  a  small  charge.” — Gtasgoiv  Herald. 

233.  GARDEN  RECEIPTS.  Edited  by  Charles  W.  Quin.  1/6 

“A  singularly  complete  collection  of  the  principal  receipts  needed  by  gardeners.” — Farmer. 

“A  useful  and  handy  book,  containing  a  good  deal  of  valuable  information.” — Athenceum. 

234.  MARKET  AND  KITCHEN  GARDENING.  By  C.  W. 

Shaw,  late  Editor  of  “  Gardening  Illustrated  ”  ......  3/0^ 

‘‘  I'he  most  valuable  compendium  of  kitchen  and  market-garden  work  published.” — Farmer. 

“  A  most  comprehensive  volume  on  market  and  kitchen-gardening.” — Mark  Lane  Express. 

239.  DRAINING  AND  EMBANKING.  A  Practical  Treatise. 

By  John  Scott,  late  Professor  of  Agriculture  and  Rural  Economy  at  the 
Royal  Agricultural  College,  Cirencester,  With  68  Illustrations  .  .  .  .  1/6 

“.A.  valuable  handbook  to  the  engineer,  as  well  as  to  the  surveyor.” — Land. 

“This  volume  should  be  perused  by  all  interested  in  this  important  branch  of  estate  improvement.” 
— Land  Agent' s  Record. 

240.  IRRIGATION  AND  JPA  TER  SUPPLY:  A  Practical  Trea¬ 

tise  on  Water  Meadows,  Sewage  Irrigation,  Warping,  &c.  ;  on  the  Construc¬ 
tion  of  Wells,  Ponds  and  Reservoirs,  ike.  By  Prof.  J.  Scott.  With  34  Illusts.  1/6 
“  A  valuable  and  indispensable  book  for  the  estate  manager  and  owner.” — Forestry. 

“Well  worth  the  study"  of  all  farmers  and  landed  proprietors.’’  — AVicj. 

241.  FARM  ROADS,  FENCES,  AND  GATES:  A  Practical 

Treatise  on  the  Roads,  Tramways,  and  Waterways  of  the  Farm  ;  the  Prin¬ 
ciples  of  Enclosures  ;  and  the  different  kinds  of  Fences,  Gates,  and  Stiles. 

By  Professor  John  Scott.  With  75  Illustrations  ......  1/6 

“Mr.  Scott’s  treatise  will  be  welcomed  as  a  concisely  compiled  handbook.” — Building  Neivs. 

“A  useful  practical  work,  which  should  be  in  the  hands  of  every  farmer.” — Farmer. 

242.  FARM  B  ULLDINGS .  A  Practical  Treatise  on  the  Buildings 

necessary  for  various  kinds  of  Farms,  their  Arrangement  and  Construction, 
with  Plans  and  Estimates.  By  Prof.  John  Scott.  With  105  Illustrations  .  2/0 

••  No  cne  who  is  called  upon  to  design  farm-buildings  can  afford  to  be  without  this  work.” — Builder 
“  This  book  ought  to  be  in  the  hands  of  every  landowner  and  agent.” — Kelso  Chronicle. 

243.  BARN  IMPLEMENTS  AND  MACHINES.  Treating  of 

the  Application  of  Power  to  the  Operations  of  Agriculture ;  and  of  the 
various  Machines  used  in  the  Threshing-barn,  in  the  Stock-yard,  Dairy,  &c. 

By  Professor  John  Scott.  With  123  Illustrations  ......  2/0 

The  ^  indicates  that  these  vols.  may  be  had  strongly  bound  at  6d.  extra. 


WEALE'S  RUDIMENTARY  SERIES. 


59 


Agriculture,  Gardening,  etc.,  coiitiimed. 

244-  field  implements  and  MA  chiles  :  With  Prin¬ 
ciples  and  Details  of  Construction  and  Points  of  Excellence,  their  Manage¬ 
ment,  (Src.  By  Prof.  John  Scott.  With  138  Illustrations  ....  2/0 

245.  agricultural  SURVEYING:  A  Treatise  on  Land 

Surveying,  Levelling,  and  Setting-out ;  with  Directions  for  Valuing  and  Re¬ 
porting  on  Farms  and  Estates.  By  Prof.  J.  Scott.  With  62  Illustrations  1/6 

EA PM  ENGINEERING:  By  Professor  John  Scott.  Com- 

r  prising  the  above  Seven  Volumes  in  One,  i,  150  pages,  and  over  600  Illustrations. 

-45^-)  Half-bound  . . .  12/0 

A  copy  of  this  work  should  be  treasured  up  in  every  library  where  the  owner  thereof  is  in  any  way 
connected  with  land.”  — and  Home. 

250.  MEAT  PRODUCTION :  A  Manual  for  Producers,  Distribu¬ 
tors,  and  Consumers  of  Butchers’  Meat.  By  John  Ewart.  .  .  .  2/6 

“  A  compact  and  handv  volume  on  the  meat  question.” — Meat  and  Pnoz'ision  Trades  Review. 

265.  BOOK-KEEPING  FOR  FARMERS  AND  ESTATE 

OWNERS.  A  Practical  Treatise,  presenting,  in  Three  Plans,  a  System 
adapted  for  all  classes  of  Farms.  By  J.  M.  Woodman,  Charterea  Accountant. 
Third  Edition,  revised  .......  ....  2/6 

T/ie  above  in  cloth  boards,  strongly  bound,  '^s.  6d. 

“  Will  be  found  of  great  assistance  by  those  who  intend  to  commence  a  system  of  book-keeping,  the 
author's  examples  being  clear  and  explicit,  and  his  explanations  full  and  accurate.” — Live  Stock  lournal, 

MATHEMATICS,  ARITHMETIC,  etc. 

32.  MATHEMATICAL  INSTRUMENTS,  a  Treatise  on  ;  Their 

Construction,  Adjustment,  Testing,  and  Use  concisely  Explained.  By  J.  F. 
Heather,  M.A.,  of  the  Royal  Military  Academy,  Woolwich.  Fourteenth 
Edition,  Revised,  with  Additions,  by  A,  T.  Walmisley.  M.I.C.E.,  Fellow  of 
the  Surveyors’  Institution.  Original  Edition,  in  i  vol.,  Illustrated  ,  .  .  2/0 

In  ordering  the  above,  be  careful  to  say  ”  Original  Edition,"  or  give  the  mimber  in 
the  Series  (32),  to  distinguish  it  from  the  Enlarged  Edition  in  3  vols.  ( Aoj.ibS-g-yoy. 

76.  DESCRIPTIVE  GEOMETRY.,  2M.  Elementary  Treatise  on; 

with  a  Theory  of  Shadows  and  of  Perspective,  extracted  from  the  French  of 
G.  Monge.  To  which  is  added  a  Description  of  the  Principles  and  Practice 
of  Isometrical  Projection.  By  J.  F.  Heather,  M  .A.  With  14  Plates  .  2/0 

78.  PRACTICAL  PLANE  GEOMETRY :  giving  the  Simplest 

Modes  of  Constructing  Figures  contained  in  one  Plane  and  Geometrical  Con¬ 
struction  of  the  Ground.  By  J.  F.  Heather,  M. A.  With  215  Woodcuts  .  2/0 
“The  author  is  well-known  as  an  experienced  professor,  and  the  volume  contains  as  complete  a 
collection  of  problems  as  is  likely  to  be  required  in  ordinary  practice.” — Architect. 

83.  COMMERCLAL  BOOK  -  KEEPLNG.  With  Commercial 

Phrases  and  Forms  in  English,  French,  Italian,  and  German.  By  James 
Haddon,  M.A.,  formerly  Mathematical  Master,  King's  College  School  .  1/6 

84.  ARITHMET IC,  a  Rudimentary  Treatise  on  :  with  full  Expla¬ 

nations  of  its  Theoretical  Principles,  and  numerous  Examples  for  Practice. 

For  the  Use  of  Schools  and  for  Self-Instruction.  By  J.  R.  Young,  late 
Professor  of  Mathematics  in  Belfast  College.  Eleventh  Edition  .  .  1/6 

84*.^  KEY  TO  THE  ABOVE.  By  J.  R.  Young  .  .  .  1/6 

85.  EQUATLONAL  ARLTHMEIIC,  applied  to  Questions  of 

Interest,  Annuities,  Life  Assurance,  and  General  Commerce  ;  with  various 
Tables  by  which  all  Calculations  may  be  greatly  facilitated.  By  W.  Hipsley.  2/0 

86.  ALGEBRA,  the  Elements  of.  By  James  Haddon,  M.A., 

formerly  Mathematical  Master  of  King’s  College  School.  With  Appendix, 
containing  Miscellaneous  Investigations,  and  a  collection  of  Problems  .  2/0 

e6*.A  KEY  AND  COMPANLON  TO  THE  ABOVE.  An 

extensive  repository  of  Solved  Examples  and  Problems  in  Illustration  of  the 
various  Expedients  necessary  in  Algebraical  Operations.  By  J.  R.  Young. 

88.  EUCLID,  The  Elements  of:  with  many  Additional  Proposi- 

&  tions  and  Explanatory  Notes  ;  to  which  is  prefixed  an  Introductory  Essay  on 


89.  Logic.  By  Henry  Law,  C.E . 2/6 

*  f  Sold  also  separately,  viz.  : — 

88.  Euclid,  The  First  Three  Books.  By  Henry  Law,  C.E.  .  .  .  .  1/6 

8g.  Euclid,  Books  4.  6,  ir.  12.  Bv  Henry  Law.  C.IT  • 


Jhe  J  indicates  that  these  vols.  may  be  had  stj-ongly  bound  at  6d.  extra. 


6o 


CROSBY  LOCKWOOD  SON'S  CATALOGUE. 


Mathematics,  Arithmetic,  etc.,  contumed. 

90.  ANALYTICAL  GEOMETRY  AND  CONIC  SEC¬ 

TIONS,  a  Rudimentary  Treatise  on.  By  James  Hann.  A  New  Edition, 
re-written  and  enlarged  by  Professor  J.  R .  Young  ,  .....  a/oj 

“  The  author’s  style  is  exceedingly  clear  and  simple,  and  the  book  is  well  adapted  for  the  beginner 
and  those  who  may  be  obliged  to  have  recourse  to  self-tuition.’’ — Engineer. 

91.  PLANE  TRIGONOMETRY^  the  Elements  of.  By  James 

Hann,  formerly  Mathematical  Master  of  King’s  College,  London  .  .  1/6' 

92.  SPHERICAL  TRIGONOMETRY,  the  Elements  ol.  By 

James  Hann.  Revised  by  Charles  H.  Dowling,  C.E . 1/0 

***  Or  with  "  The  Elements  of  Plane  Trigonometry,”  in  One  Volume,  2.3.  6d. 

93.  MENSURATION  AND  MEASURING,  for  Students  and 

Practical  Use.  With  the  Mensuration  and  Levelling  of  Land  for  the  purposes 
of  Modern  Engineering.  By  T.  Baker,  C.E.  New  Ed.  by  E,  Nugent,  C.E.  i/& 

101.  DIEEERENTIAL  CALCULUS,E\ementso{the.  ByW.  S.  B. 

Woolhouse,  F.R.A.S.,  &c . i/& 

102.  INTEGRAL  CALCULUS.  By  Homersham  Cox,  B.A.  .  i/o 

136.  ARITHMETIC,  Rudimentary,  for  the  Use  of  Schools  and  Self- 

instruction.  By  James  Haddon,  M.A.  Revised  by  Abraham  Arman  .  1/6 

137.  A  KEY  TO  THE  ABOVE.  By  A.  Arman  ,  ii& 

168.  dr  A  WING  AND  MEASURING  INSTRUMENTS.  In¬ 

cluding — I.  Instruments  employed  in  Geometrical  and  Mechanical  Drawing, 
and  in  the  Construction,  Copying,  and  Measurement  of  Maps  and  Plans. 

II.  Instruments  used  for  the  purposes  of  Accurate  Measurement,  and  for 
Arithmetical  Computations.  ByJ.  F.  Heather,  M.A.  ....  1/6 

“  Valuable  and  instructive  to  all  whose  occupations  require  exceptional  accuracy  in  measurements.’'' 
—Jeweller  and  Metal  Worker. 

169.  OPTICAL  INSTRUMENTS.  Including  (more  especially) 

Telescopes,  Microscopes,  and  Apparatus  for  producing  copies  of  Maps  and 
Plans  by  Photography.  ByJ.  F.  Heather,  M.A.  Illustrated  .  .  .  3/6 

“  An  excellent  treatise.” — British  Journal  of  Photography. 

170.  SURVEYING  6-  ASTRONOMICAL  INSTRUMENTS. 

Including — ^1.  Instruments  used  for  Determining  the  Geometrical  Features  of 
a  portion  of  Ground.  11.  Instruments  employed  in  Astronomical  Observa¬ 
tions.  ByJ.  F.  Heather,  M.A.  Illustrated . 1/6 

“  A  good,  sensible,  useful  book.” — School  Board  Chro7ticle. 

The  above  three  volumes  form  an  enlargement  of  the  Author s  original  work, 

‘  ‘  Mathematical  Instruments  ”  .-  price  2s.  f  See  No.  32  in  the  Series.  J 

1  MATHEMATICAL  INSTRUMENTS:  Their  Construction, 

168.  (  Adjustment,  Testing  and  Use.  Comprising  Drawing,  Measuring,  Optical, 

169.  V  Surveying,  and  Astronomical  Instruments.  By  J.  F.  Heather,  M.A. 

170*  I  Enlarged  Edition,  for  the  most  part  entirely  re-written.  The  Three  Parts 

/  as  above,  in  One  thick  Volume . 4/6+ 

“  An  exhaustive  treatise,  belonging  to  the  well-known  Weale’s  Series.  Mr.  Heather’s  experience 
well  qualifies  him  for  the  task  he  has  so  ably  fulfilled.” — Engineei  ing  and  Building  Times. 

158.  THE  SLIDE  RULE,  AND  HOW  TO  USE  IT.  Con¬ 
taining  full,  easy,  and  simple  Instructions  to  perform  all  Business  Calculations 
with  unexampled  rapidity  and  accuracy.  By  Charles  Hoare,  C.E.  With 
a  Slide  Rule,  in  tuck  of  cover.  Fifth  Edition . 2/6J 

,96.  THEORY  OF  COMPOUND  INTEREST  AND  ANNUL 

TIES  ;  with  Tables  of  Logarithms  for  the  more  Difficult  Computations  of 
Interest,  Discount,  Annuities,  &c.,  in  all  their  Applications  and  Uses  for  Mer¬ 
cantile  and  State  Purposes.  By  Fedor  Thoman,  of  the  Societe  Credit 
Mobilier,  Paris.  Fourth  Edition,  carefully  revised  and  corrected  .  .  4/0 

“  A  very  powerful  work,  and  the  author  has  a  very  remarkable  command  of  his  subject.” — Professor 
A,  de  Morgan.  “  We  recommend  it  to  the  notice  of  actuaries  and  accountants.” — Athenceum. 


The  +  indicates  that  these  vols.  may  be  had  strongly  bound  at  6a.  extra. 


WE  ALE'S  RUDIMENTARY  SERIES. 


6i 


Mathematics,  Arithmetic,  etc.,  contuiued. 

199.  THE  COMPENDIOUS  CALCULATOR  (Intuitive  Calcu¬ 
lations);  or,  Easy  and  Concise  Methods  of  Performing  the  various  Arith¬ 
metical  Operations  required  in  Commercial  and  Business  Transactions  ; 
together  with  Useful  Tables,  &c.  By  Daniei.  O’Gorman.  Twenty-seventh 
Edition,  carefully  revised  by  C.  Norris . 2/6 

*1'  The  above  strongly  half-bound,  price  35.  (id. 

‘  It  would  be  difficult  to  exaggerate  the  usefulness  of  this  book  to  everyone  engaged  in  commerce 
or  manufacturing  industry.  It  is  crammed  full  with  rules  and  formulae  for  shortening  and  employing 
Oarculattons  in  money,  weights  and  measures,  &c.  of  every  sort  and  description.” — Knowledge. 

'  204.  mathematical  tables^  for  Trigonometrical,  Astro¬ 
nomical,  and  Nautical  Calculations  ;  to  which  is  prefixed  a  Treatise  on 
Logarithms.  By  H.  Law,  C.E.  Together  with  a  Series  of  Tables  for  Navi¬ 
gation  and  Nautical  Astronomy.  By  Professor  J.  R.  Young.  New  Edition  4/0 

004.*  logarithms.  With  Mathematical  Tables  for  Trigonome¬ 
trical,  Astronomical,  and  Nautical  Calculations.  By  Henry  Law,  C.E. 
Revised  Edition.  (Forming  part  of  the  above  work.)  .....  3/0 

221.  MEASURES,  WEIGHTS,  AND  MONEYS  OF  ALL 

NATIONS,  and  an  Analysis  of  the  Christian,  Hebrew,  and  Mahometan 
Calendars.  By  W.  S.  B,  Woolhouse,  F.R.A.S,,  F.S.S.  Seventh  Edition,  2/6^ 

A  work  necessary  for  every  mercantile  office.” — Btiilding  Trades  Jotirnal. 

227.  A  TREATISE  ON  MATHEMATICS,  as  applied  to  the 

Constructive  Arts.  By  Francis  Campin,  C.E. ,  &c.  Second  Edition  .  .3/0^ 

“  Should  he  in  the  hands  of  everyone  connected  with  building  construction.” — Builders  Weekly 
Reporter.  _ _ 

PHYSICAL  SCIENCE,  NATURAL  PHILOSOPHY,  etc. 

1.  K, for  the  Use  of  Beginners.  By  Prof.  Geo.  Fownes, 

F.R.S.  With  an  Appendix  on  the  Application  of  Chemistry  to  Agriculture,  i/o 

2.  NATURAL  PHILOSOPHY,  for  the  Use  of  Beginners. 

By  Charles  Tomlinson,  F.R.S . t/6 

s.  MECHANICS :  Being  a  concise  Exposition  of  the  General 

Principles  of  Mechanical  Science,  and  their  Applications.  By  Charles 
Tomlinson,  F.R.S . 1/6 

7.  ELECTRICITY ;  showing  the  General  Principles  of  Electri¬ 

cal  Science,  and  the  Purposes  to  which  it  has  been  applied.  By  Sir  W.  Snow 
Harris,  F.R.S.,  &c.  With  considerable  Additions  by  R. Sabine,  C.E.,  F.S.A.  1/6 

7*.  GALVANISM.  By  Sir  W.  Snow  Harris.  New  Edition, 

revised,  with  considerable  Additions,  by  Robert  Sabine,  C.E.  .  .  .  1/6 

8.  MAGNETISM.  By  Sir  W.  Snow  Harris.  New  Edition, 

revised  and  enlarged  by  H.  M.  Noad,  Ph.D.  With  165  Woodcuts  .  .  3/6^ 

“The  best  popular  exposition  of  magnetism,  its  intricate  relations  and  complicating  effects,  with 
which  we  are  acquainted.” — School  Board  Chronicle. 

11.  THE  ELECTRIC  TELEGRAPH:  its  History  and  Progress  ; 

with  Descriptions  of  some  of  the  Apparatus.  By  R.  Sabine,  C.E.,  F.S.A.,  &c.  3/0 
“  Essentially  a  practical  and  instructive  work.” — Daily  Telegraph. 

12.  including  Acoustics  and  the  Phenomena  of 


Wind  Currents,  for  the  Use  of  Beginners.  By  Charles  Tomlinson,  F.R.S. 
Fourth  Edition,  enlarged.  Illustrated.  ........  1/6 

y2.  MANUAL  OF  THE  MOLLUSCA :  A  Treatise  on  Recent 

and  Fossil  Shells.  By  Dr.  S.  P.  Woodward,  A.L.S.  With  Appendix  by 
Ralph  Tate,  A.L.S.,  F.G.S.  With  numerous  Plates  and  300  Woodcuts. 

cloth  boards,  gilt . 7/6 

“  A  storehouse  of  conchological  and  geological  information.” — Hardwicke's  Science  Gossip. 


“An  important  work,  with  such  additions  as  complete  it  to  the  present  time.” — Land  and  Water. 

,96.  ASTRONOMY.  By  the  late  Rev.  Robert  Main,  M.  A.,  F.R.S., 

formerly  Radcliffe  Observer  at  Oxford.  Third  Edition,  revised  and  corrected 
to  the  Present  Time,  by  William  Thynne  Lynn,  B.A.,  F.R.A.S.  .  .  2/0 

“A  sound  and  simple  treatise,  very  carefully  edited,  and  a  capital  book  for  |heginners.” — Knowledge. 

.97.  STATICS  AND  DYNAMICS,  the  Principles  and  Practice  of; 

embracing  also  a  clear  development  of  Hydrostatics,  Hydrodynamics,  and 
Central  Forces.  By  T.  Baker,  C.E.  Fourth  Edition  .  .  .  .  .1/6 


The  f  indicates  that  these  vols.  may  be  had  strongly  bound  at  (id.  extra. 


62- 


CROSBY  LOCKIVOOD  SON'S  CATALOGUE. 

Physical  Science,  Natural  Philosophy,  etc.,  continued. 

138.  TELEGRAPH,  HANDBOOK  OF  THE:  A  Guide  to 

Candidates  for  Employment  in  the  Telegraph  Service.  By  R.  Bond.  Fourth 
Edition . < . 3/0+ 

173.  PHYSICAL  (9 6^  K,  partly  based  on  Major-General  Port- 

lock’s  “  Rudiments  of  Geology.”  By  Ralph  Tate,  A.L.S.,  &c.  Woodcuts.  2/0 

174.  HISTORICAL  GEOLOGY,  partly  based  on  Major-General 

Portlock’s  “  Rudiments.”  By  Ralph  Tate,  A.L.S.,  &c.  Woodcuts.  .  2/6 

173.  GEOLOGY,  Physical  and  Historical.  Consisting  of 

&  “  Physical  Geology,”  which  sets  forth  the  Leading  Principles  of  the  Science  ; 

174.  and  “  Historical  Geology,”  which  treats  of  the  Mineral  and  Organic  Conditions 
of  the  Earth  at  each  successive  epoch.  By  Ralph  Tate,  F.G.S.,  &c.,  &c. 

With  250  Illustrations . 4/6;*; 

“The  fulness  of  the  matter  has  elevated  the  book  into  a  manual.  Its  information  is  exhaustive  and 
well  arranged,  so  that  any  subject  may  be  opened  upon  at  once."— School  Board  Chronicle. 

183.  ANIMAL  PHYSICS,  Handbook  of.  By  Dionysius  LARD- 

184.  NER,  D.C.L.  With  520  Illustrations.  In  OneVol.  (732  pages),  cloth  boards.  7/6 

^ Y  Sold  also  in  Tivo  Parts,  as  follows  : — 

183.  Animal  Physics.  By  Dr.  Lardner.  Part  I.,  Chapters  I. -VIT.  .  .4/0 

184.  Animal  Physics.  By  Dr.  Lardner.  Part  II.,  Chapters  VIII. -XVIII.  .3/0 

“  This  book  contains  a  great  deal  more  than  an  introduction  to  human  anatomy.  In  it  will  be  found 
the  elements  of  comparative  anatomy,  a  complete  treatise  on  the  functions  of  the  body,  and  a  description 
of  the  phenomena  of  birth,  growth,  and  decay.  ’ — Educational  Times. 

269.  LIGHT :  An  Introduction  to  the  Science  of  Optics.  Designed 

for  the  Use  of  Students  of  Architecture,  Engineering,  and  other  Applied 
Sciences.  By  E.  Wvndham  Tarn,  M.A.,  Author  of  “The  Science  of 
Building,”  &c.  . 1/6 

FINE  ARTS,  etc. 

20.  PERSPECTIVE  FOR  BEGINNERS.  Adapted  to  Young 

Students  anct  Amateurs  in  Architecture,  Painting,  &c.  By  George  Pyne.  2/0 

40.  GLASS  STAINING,  AND  THE  ART  OF  PAINTING 

ON  GLASS.  From  the  German  of  Dr.  Gessert  and  Emanuel  Otto 
Fromberg.  With  an  Appendix  on  The  Art  of  Enamelling.  .  .  2/6 

69.  MUSIC,  A  Rudimentary  and  Practical  Treatise  on.  With 

numerous  Examples.  By  Charles  Child  Spencer . 2/6 

“  Mr.  Spencer  has  marshalled  his  information  with  much  skill,  and  yet  with  a  simplicity  that  must 
recommend  his  works  to  all  who  wish  to  thoroughly  understand  music.” — Weekly  Tunes. 

71.  PIANOFORTE,  The  Art  of  Playing  the.  With  numerous 

Exercises  and  Lessons.  By  Charles  Child  Spencer  ....  1/6 

“  A  sound  and  excellent  work,  written  with  spirit,  and  calculated  to  inspire  the  pupil  with  a  desire  to 
aim  at  high  accomplishment  in  the  art.” — School  Board  Chronicle. 

69,71.  MUSIC,  AND  THE  PIANOFORTE.  One  Vol.  Half-bound.  5/° 
,8i.  PAINTING  POPULARLY  EXPLAINED.  By  Thom.as 

John  Gullick,  Painter,  and  John  Times,  F.S.A.  Including  Fresco,  Oil, 
Mosaic,  Water  Colour,  Water-Glass,  Tempera,  Encaustic,  Miniature,  Painting 
on  Ivory,  Vellum,  Pottery,  Enamel.  Glass,  &c.  Fifth  Edition  .  .  .  5/o;J; 

*  Y  Adopted  as  a  Prize  book  at  South  Kensington. 

“  Much  may  be  learned,  even  by  those  who  fancy  they  do  not  require  to  be  taught,  from  the  careful 
perusal  of  this  unpretending  but  comprehensive  treatise.” — Art  Journal. 

186.  A  GRAMMAR  OF  COLOURING.  Applied  to  Decorative 

Painting  and  the  Arts.  By  George  Field.  New  Edition,  revised  and 
enlarged  by  Ellis  A.  Davidson.  With  Coloured  Plates  ....  3/0;^ 

“The  book  is  a  most  useful  resume  of  the  properties  of  pigments.” — Builder. 

“One  of  the  most  useful  of  students’  books.” — Architect. 

246.  A  DICTIONARY  OF  PAINTERS,  AND  HANDBOOK 

FOR  PICTURE  AM  A  TEURS  ;  being  a  Guide  for  Visitors  to  Public  and 
Private  Picture  Galleries,  and  for  Art-Students,  including  Glossary  of  Terms, 
Sketch  of  Principal  Schools  of  Painting,  <S:c.  By  Philippe  Daryl,  B.A.  .  2I6X 
“  Considering  its  small  compass,  really  admirable.  We  cordially  recommend  the  book.” — Bjutder. 


The  J  indicates  that  these  vols.  may  be  had  strongly  bound  at  6d.  extra. 


WEALE'S  RUDIMENTARY  SERIES. 


INDUSTRIAL  AND  USEFUL  ARTS. 

23.  BRICKS  AND  TILES^  Rudimentary  Treatise  on  the 

Manufacture  of ;  containing  an  Outline  of  the  Principles  of  Brickmaking. 

By  E.  Dobson,  M.R.I.B.A.  Additions  by  C.  Tomlinson,  F.R.S.  Illust.  3/0^ 

“  The  best  handbook  on  the  subject.  We  can  safely  recommend  it  as  a  good  investment.” — Builder 

67.  CROCKS  AND  WATCNES,  AND  BELLS,  a  Rudimentary 

Treatise  on.  By  Sir  Edmund  Beckett,  Bart.  Q.C.  Seventh  Edition.  .4/6 

The  above  handsomely  bound,  cloth  boards,  5^.  td. 

“The  best  work  on  the  subject  probably  extant.  The  treatise  on  bells  is  undoubtedly  the  best  in 
the  language.” — Engineering.  “The  only  modern  treatise  on  clock-making.” — Horological  Journals 

83**  CONSTRUCTION  OE  DOOR  LOCKS.  From  the  Papers 

of  A.  C.  Hobbs.  Edited  by  Charles  Tomlinson,  F.R.S.  With  a  Note 
upon  Iron  Safes  by  Robert  Mallet.  Illustrated . 2/6 

162.  THE  BRASS  BOUNDER'S  MANUAL:  Instructions  for 

Modelling,  Pattern  Making,  Moulding,  Turning,  &c.  By  W.  Graham.  .  2/0J 

205.  THE  ART  OE  LETTER  PAINTING  MADE  EASY. 

By  James  Greig  Badenoch.  With  12  full-page  Engravings  of  Examples  .  1/6 

“  Any  intelligent  lad  who  fails  to  turn  out  decent  work  after  studying  this  system,  has  mistaken  his 
vocation.” — Etiglish  Mechanic. 

215.  THE  GOLDSMITH'S  HANDBOOK,  containing  full  In- 

structions  in  the  Art  of  Alloying,  Melting,  Reducing,  Colouring,  Collecting  and 
Refining.  The  processes  of  Manipulation,  Recovery  of  Waste,  Chemical  and 
Physical  Properties  of  Gold  ;  Solders,  Enamels  and  other  useful  Rules  and 
Recipes,  &c.  By  George  E.  Gee.  Third  Edition,  considerably  enlarged  .  3/0J 
“A  good,  sound,  technical  educator.” — Horological  Journal. 

“A  standard  book,  which  few  will  care  to  be  without.” — Jeweller  and  Metalworker. 

225,  THE  SILVERSMITH’S  HANDBOOK,  on  the  same  plan 

as  the  above.  By  George  E.  Gee.  Second  Edition,  Revised  .  .  .  3/0J 

“A  valuable  sequel  to  the  author’s  ‘  Practical  Goldworker.’ ” — Silversmith' s  Trade  Journal. 

“Asa  guide  to  workmen  it  will  prove  a  good  technical  educator.” — Glasgozv  Herald. 

***  The  two  preceding  Works,  in  One  handsome  VoL,  half-bo2ittd,  entitled  “  The 
Goldsmith’s  and  Silversmith's  Complete  Handbook,”  js. 

249.  THE  HALL-MARKING  OE  JEWELLERY.  Compris¬ 
ing  an  account  of  all  the  different  Assay  Towns  of  the  United  Kingdom  ;  with 
the  Stamps  at  present  employed  ;  also  the  Laws  relating  to  the  Standards  and 
Hall-Marks  at  the  various  Assay  Offices.  By  George  E.  Gee  .  .  .  3/0 

“  Deals  thoroughly  with  its  subject  from  a  manufacturer’s  and  dealer’s  point  of  view.’’ — Jeweller. 

“  A  valuable  and  trustworthy  guide.” — English  Mechanic. 

224.  COACH-BUILDING :  A  Practical  Treatise,  Historical  and 

Descriptive.  By  James  W.  Burgess.  With  57  Illustrations  .  .  .  2/6| 

“This  handbook  will  supply  a  long-felt  want,  not  only  to  manufacturers  themselves,  but  more- 
particularly  apprentices  and  others  whose  occupations  may  be  in  any  way  connected  with  the  trade  of 
coach-building.  ” — European  Mail. 

235.  PRACTICAL  ORGAN  BUILDING.  By  W.  E.  Dickson, 

M.A.,  Precentor  of  Ely  Cathedral.  Second  Edition,  Revised,  with  Additions.  2/6J 
“  The  amateur  builder  will  find  in  this  book  all  that  is  necessary  to  enable  him  personally  to  con¬ 
struct  a  perfect  organ  with  his  own  hands.” — Academy. 

“  The  best  work  on  the  subject  that  has  yet  appeared  in  book  form.” — English  Mechanic. 

262.  THE  ART  OF  BOOT  AND  SHOEMAKING,  including 

Measurement,  Last-fitting,  Cutting-out,  Closing  and  Making  ;  with  a  Descrip¬ 
tion  of  the  most  Approved  Machinery  employed.  By  John  Bedford  Leno, 
late  Editor  of  ‘  ‘  St.  Crispin  ”  and  ‘  ‘  The  Boot  and  Shoemaker.  ”  With  numerous 

Illustrations.  Third  Edition . 2/0 J 

“This  excellent  treatise  is  by  far  the  best  work  ever  written  on  the  subject.  The  chapter  on  clicking, 
which  shows  how  waste  may  be  prevented,  will  save  fifty  times  the  price  of  the  book.” — Scottish  Leather.. 
T  rader. 

263.  MECHANICAL  DENTLSTRY :  A  Practical  Treatise  on  the 

Construction  of  the  Various  Kinds  of  Artificial  Dentures,  comprising  also 
Useful  Formulas,  Tables  and  Receipts  for  Gold  Plate,  Clasps,  Solders,  &c. 

By  Charles  Hunter.  Third  Edition,  revised,  with  additions  .  .  .  3/0J 

“  We  can  strongly  recommend  Mr.  Hunter’s  treatise  to  all  students  preparing:  for  the  profession  of 
dentistry,  as  well  as  to  every  mechanical  dentist.’’ — Dublhi  Journal  of  Medical  Science. 

270.  WOOD  ENGRA  VING  :  A  Practical  and  Easy  Introduction 

to  the  Study  of  the  Art.  By  W.  N.  Brown . 1/6 


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64 


WHALE’S  RUDIMENTARY  SERIES. 


MISCELLANEOUS  VOLUMES. 

36.  A  DICTIONARY  OF  TERMS  used  in  ARCHITECTURE, 
BUILDING.  ENGINEERING,  MINING,  METALLURGY,  ARCHAE- 
OLOGV,  the  FINE  ARTS,  dr’c.  By  John  Weale.  Sixth  Edition. 
Edited  by  Robt.  Hunt,  F.R.S. ,  Keeper  of  Mining  Records,  Editor  of 
“  Ure’s  Dictionary.”  Numerous  Illustrations  .  ......  5/0 

***  The  above,  strongly  bound  in  cloth  boa^-ds,  price  6s. 

“  The  best  small  technological  dictionary  in  the  language.” — Architect. 

“The  absolute  accuracy  of  a  work  of  this  character  can  only  be  judged  of  after  extensive  consultation 
^nd  from  our  examination  it  appears  very  correct  and  very  complete.” — Mining  Journal. 

”  There  is  no  need  now  to  speak  of  the  excellence  of  this  work  ;  it  received  the  approval  of  the  com¬ 
munity  long  ago.  Edited  now  by  Mr  Robert  Hunt,  and  published  in  a  cheap,  handy  form,  it  will  be  of 
-the  utmost  service  as  a  book  of  reference  scarcely  to  be  exceeded  in  value.” — Scotsman. 

so.  the  la  w  of  contra  cts  for  works  and 

SER  VICES.  By  David  Gibbons.  Fourth  Edition,  with  Appendix  of 
Statutes  by  T.  F.  Uttley,  Solicitor.  Cloth  boards . 3/6 

”  A  very  compendious,  full  and  intelligible  digest  of  the  working  and  results  of  the  law,  in  regard  to 
all  kinds  of  contracts  between  parties  standing  in  the  relation  of  employer  and  employed.” — Builder. 

“This  exhaustive  manual  is  written  in  a  clear,  terse,  and  pleasant  style,  and  is  just  the  work  for 
•masters  and  servants  alike  to  depend  upon  for  constant  reference.” — Metropolitan. 

112.  MANUAL  OF  DOMESTIC  MEDICINE.  By  R.  Gooding, 

B.A.,  M.D.  Intended  as  a  Family  Guide  in  all  cases  of  Accident  and  Emer¬ 
gency.  Third  Edition,  carefully  revised  .  .  .  .  .  .  .  .2/0 

“  The  author  has,  we  think,  performed  a  useful  service  by  placing  at  the  disposal  of  those  situated, 
•by  unavoidable  circumstances,  at  a  distance  from  medical  aid,  a  reliable  and  sensible  work  in  which  pro¬ 
fessional  knowledge  and  accuracy  have  been  well  seconded  by  the  ability  to  express  himself  in  ordinary 
•untechnical  language.” — Pttblic  Health. 

^x2.*  MANAGEMENT  OE  HEALTH.  A  Manual  of  Home 

and  Personal  Hygiene.  By  the  Rev.  James  Baird,  B.A . i/o 

“  The  author  gives  sound  instructions  for  the  preservation  of  —Atkenceum. 

‘‘It  is  wonderfully  reliable,  it  is  written  with  excellent  taste,  and  there  is  instruction  crowded  into 
•every  page.” — English  Mechanic. 

150.  LOGIC.  Pure  and  Applied.  By  S.  H.  Emmens.  Third  Edition  1/6 

“  This  admirable  work  should  be  a  text-book  not  only  for  schools,  students  and  philosophers,  for  all 
.iiterateurs  and  men  of  science,  but  for  those  concerned  in  the  practical  affairs  of  life,  &c.” — The  News. 

153.  SELECTIONS  EROM  LOCKHS  ESSAYS  ON  THE 

HUMAN  UNDERSTANDING.  With  Notes  by  S.  H.  Emmens  .  .  2/0 

,154.  GENERAL  HINTS  TO  EMIGRANTS.  Containing  No¬ 
tices  of  the  various  Fields  for  Emigration.  With  Hints  on  Preparation  for 
Emigrating,  Outfits,  &c..  Useful  Recipes,  Map  of  the  World,  &c.  .  .  2/0 

157.  THE  EMIGRANT’S  GUIDE  TO  NATAL.  By  Robert 

James  Mann,  F.R.A.S.,  F.M.S.  Second  Edition,  revised.  Map  .  .  2/0 

^03.  HANDBOOK  OF  EL  ELD  EORTLEICATION  By  Major 

W.  W.  Knollys,  F.  R.G.S.  With  163  Woodcuts  .....  3/0J 

“A  well-timed  and  able  contribution  to  our  military  literature.  .  .  .  The  author  supplies,  in  a 

clear  business  style,  all  the  information  likely  to  be  practically  useful.” — Chambers  of  Commerce 
‘Chronicle. 

194.  THE  HOUSE  MANAGER :  Being  a  Guide  to  Housekeep¬ 
ing,  Practical  Cookery,  Pickling  and  Preserving,  Household  Work,  Dairy 
Management,  the  Table  and  Dessert,  Cellarage  of  Wines,  Home-brewing  and 
Wine-making,  the  Boudoir  and  Dressing-room,  Travelling,  Stable  Economy, 
Gardening  Operations,  &c.  By  An  Old  Housekeeper  ....  3/6I 

“  We  find  here  directions  to  be  discovered  in  no  other  book,  tending  to  save  expense  to  the  pocket, 
•as  well  as  labour  to  the  head.” — John  Bulk 

‘‘Quite  an  Encyclopaedia  of  domestic  matters.  We  have  been  greatly  pleased  with  the  neatness 
•and  lucidity  of  the  explanatory  details.” — Court  Circular. 

194.  J  HOUSE  BOOK{The).  Comprising:  I.  The  House  Manager. 

112.  t  By  an  Old  Housekeeper.  II.  Domestic  Medicine.  By  Ralph  Gooding, 

&  f  M.D.  III.  Man.\gement  of  Health.  By  James  Baird.  InOneVol., 

•112*.  J  strongly  half-bound  .  .  .  .  .  .  .  .  .  .  .  .6/0 


The  +  indicates  that  these  vols.  may  be  had  strongly  bound  at  6d.  extra 


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